Arizona Highways, February 1931

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Volume 7 FEBRUARY Number 2
PROBLEM,: Conveyance
\Vithout Interruption To Traf-of
Water Past Bridge,
f ic, \Vhen Streambed Deepened
Causing Water to Dam.
SOLUTION: The Armco J ack­ing
l\'Iethod.
Tl1L' unusual installation of
Armco cul\'el't;:; i~ another 111'oof
of t1e~r suitability to unusual
rlrainago pl'oblem~,
".\" r"(\ndition C'clll,e(l by 11),\T­l'
1'inl .. :: of Y\Tater 10H:>1.
"r;" COlTl..H?:atl'cl 11'(11 Pint"
l ,t';l:~)' .~()<:ked unde t ' bridge.
H('" Comnlet<:cl projec't ,~ti\'en
I'irwl in-'pection 10f(IJ'(> being'
1 lUi into operation,
"1)" View of comnleted illstal­lati()
n the twin cu1H~1ts Ca1'1'\'
th(l u~;ual flow. but in tinles o'f
fl'e::;het, the ulme1' opening' is
called into sel'\Tice.
(} l'eat ::;a \'ing::; were effected
by the adoption of t he Al'mco
Jacking Method fOl' this instal­la
tion. No interruption to traf ­fic-
Bridge undistul'bed- Less
time required in installation.
The suitability of Armco
P ure Iron Culvert s for unusua l
and diff icult sit u ations is a
point not to be overlooked when
they are considered for simple
culvert installations. Their in­creasing
use under the Nation's
highways is the result of wide­soread
realization of their qual­ity.
For Reliable Drainage Information,
Write or Phone
Western Metal ManufacturiDg Co.
EL PASO, TEXAS
A'
B
D
California Corrugated Culvert CO.
LOS ANGELES WEST BERKELEY, CALIF,
Care of Vic Housholder. Di st. Sales Mgr.
1330 E. Brill Street. Phoenix, Ar izona
FEBRUARY, 1931 ARIZONA mGHW AYS Page One
- Lincoln
Sales and Service
You will find any part you desire in
our Parts Department
Grady Watson, Inc.
Authorized Sales and Service
Washington at 7th Ave. Phoenix
EQUIPMENT DISTRIBUTORS­REPRESENTING
Gf LION Gra~ers, Ron .. s, etc.
McCORMICK .. DEERJNG Industrial Tractors, Engines
INTERNATIONAL Motor Trucks
BAKER Earth Moving Equ 'pment
BA Y CITY Shovels, Cranes, Draglines
ORD Concrete Finishing Machines
MUNICIP AL Oil Distributors, Flushers, etc,
STERLING Hoists
BRODERICK & BASCOM Yellow Strand Wire Rope
RED EDGE Shovels and Picks
KIMBALL-KROGH Pumps
ALAMO·DORWARD Pumps
MYERS P umps
"OVER 40 YEARS IN ARIZONA"
6th & Broadway 311 4th Ave,
TUCSON PHOENIX
Arizona Highways
February, 1931
fQ
TABLE OF CONTENTS
ALL HIGAWAY CONTRACTS COMPEL ARIZONA' LABOR ............ 3
. By W. R. Hutchills, Office El1gil1eer.
LOCA TON OF NEW GLOBE·SPRINGER VILLE HIGHWAY ......... 4
By Percy 10ll es, Ir. , Chief Locatillg Ellgil1eer.
OIL SURFACING AS PRACTICED BY ARIZONA . . .......... 6
By C,'O. B. Sbaffer, District El1gil1 ee r.
FORGING AHEAD FOR FIFTY YEARS 7
By H. B. 'Va/killS, Phoeuix Chamber 0/ Commer,."
EDITOR IAL PAGE .. 10
WHY DON'T THEY PAY MY BILL? . 11
By R. C. Darro"" L.L.B. , C.P.A.
NOGALES IS LARGEST PORT OF ENTRY 12
By C. R. Michaels, Nogales Chamber of Co mllll'ree,
WHAT OTHER STATES ARE DOING 14
FORCE ACCOUNT WOULD PUT ENGINEERS TO WORK 19
By L. C. Bo{{l's, Residell/ Ellgill ee r.
APACHE POW'OI:R COMPA;\IY
AiUONA TRA TOR & T:QUIPMENT CO.
BEN D. COOLEY
CALIFORNIA CORRUGATED CULVERT CO.
GILMORE OIL CO., OF ARIZONA .....
GROSSO'S ..
VIC HANNY CO.
HEINZE, BOWEN AND HARRINGTON, INC.
HULSE & DICK .. . . . . .... ... .......... ... ..
Page
22
_ 21
_ 28
Cover
27
., .. 27
. ....... 27
.. _. 24
... :8
MANUFACTURING STATIONERS ........ _ .................................. 28
PAVING DEVELOPMENT & SALES CO . .............................................. 23
PHOENIX BLUE PRINT CO . ................................................................ 22
PORTLAND CEMENT ASSOCIATION ................................................. 25
PRATT-GILBERT HARDWARE CO ....................................................... 25
RIO GRANDE OIL COMPANY ............... ............................................... ~6
RONST ADT HARDWARE & MACHINERY CO .................... .... _ ....... I
THE O. S. STAPLEY COMPANY ........ _ .... ..... ...................... ............ 25
SEASIDE OIL COMPANY .................. .... _ ........ ..................... ............. 26
SHELL OIL COMPA Y ......... _ .. . __ .... ._ ............ ........... .......... _ 31
THE COLORADO BUILDERS SUPPLY CO . ........... ....................... .... 27
UNION OIL CO . ................ ......... ........... ........................ .................... 18
WESTERN METAL MANUFACTURING CO .... ..... __ ... .... ... _ .. COver
GRADY WATSON, INC. .................... .... ...... ........................................ 1
CARS FROM CARqUI NEZ
BRIDGE CAN~ T H URT ASP HALTIC CONCR ETE !
CALOL
ASPHALT
for best results
Proud of his 3-inch Asphaltic Concrete
approach to the norlh end of the great Carquinez
Bridge -
J. E. Johnson built it and since November, 1927,
he's seen it defy the wear of 4,000,000 cars on the
Pacific Highway-main route from Canada to Mexico.
Standing up under nearly twice the number of
cars registered in all Pacific States in 1929, this As­phaltic
Concrete a pproach, laid thin, is packed with
endurance. And Asphaltic Concrete holds the record
for endurance that means LOW MAINTENANCE COST!
For durability far beyond other pavements, inves­tigate
Non-Skid Asphaltic Concrete-safest from re­pairs
- safe in any weather.
STANDARD OIL COMPANY OF CALIFORNIA
A§PHALTIC CO~CRETE ~O Iilll ·§KID
PAVEMEI'IIT
WE4R§ LO~GEST AT LEAST COST
ARIZONA HIGHWAYS
CIVILIZATION FOLLOWS T H E I M PROVED H IGHWAY
Copyright 1931 by ARIZONA HIGHWAYS, All Rights Reserved
VOLUME VII. FEBRUARY, 1931. NUMBER 2
All Highway Contracts Now Compel Use of Arizona Labor
By W. R. HUTCHINS, Office Engineer
THE Stat'e Highway Department has
been criticized-and unjustly so­in
regard to two of its major operations.
The first is the contracting, of all work
by advertising and accepting the bid of
the lowest responsible bidder. The second
is (and at the present time owing to the
financial situation which causes the un­employment
problem to be very acute)
allowing the contractors doing these jobs
to employ labor which comes from out­side
t'he state.
The state law governing highway con­struction
provides that no project which
exceeds $50,000 can be done by state
forces withoot advertising. We are do­ing
by state forces all of these jobs up­on
state project's. It is true these types
of projects are few in number and are
usually small as to amount of money,
this last is an economic condition over
which we have no control.
The great majority of all highway
work done in the state of Arizona is
what is known as Federal Aid work, the
government of the United States put'­ting
up 75% of the monies expended by
us and the state furnishing 25% of these
monies. ACCIOrding to the rules and
regulations of the Federal Aid a1uthori­ties
we are not allowed to do any work
by state forcse wit'h rare exceptions.
Regulations Changed
Regarding the employment of outside
labor by the contractors up to a recent
date the Federal Aid rules and regula­tinos
forbid any differenciation being
made between any citizens of the United
States. We did. however. ask the oon­tractors
to use local labor; but this
could not be enforced under the federal
re~lations.
It has been asked during this unem­ployment
period as to why we did not
stipulate that the cont'ractor should use
only, Arizona labor before the job was
let, rather than requesting him to do $()
afte6 the job was let to 'him; but as
sho~n above if we had done so it would
hav~ subjected the j()lb to a cancellation
of Eederal Aid funds under t'he federal
rule~ and reg>ulations pertaining to the
empioyment of labor.
J'4st recently t he federal regulations
were changed to allow us to place in our
contracts (which we did immediately)
that citizens of the state of Arizona
must be empiloyed. A short time later,
during the last part of January, 1931,
the federal regulations were again
changed as to Federal Aid on highway
work to allow us to specify "that citi­zens
of Arizona only be employed," so
th;at any non-citizens who were ,em­ployed
by a contractor, the amaunt paid
to a non-citizen should be deducted from
the moniesi earned by the contractor.
Quoted below is t'hat part of our speci­fications
as they are now written per­taining
especially to employment of cit­izens:
"( 4) The contractor under this con­trad,
other conditions being equal, shall
employ citizens of Arizona, if avaiIable,
with the exception of employees holding
supervisional positions. A list of any
such non-citizens of Arizona must be
furnished the department and become a
record upon the project. Any violation
of this provision shall be a breach of
contract, and any payments so made by
the contractor shall be deducted from es­timates
that may be due or t'O become
due the contractor. In the employment
of lalbor when prllcticable prefer~nce
shall be given citizens within the local­ity
in which the work is performed.
"(5) In the performance of work on
Emergency Federal Aid Projects, in
order to give employment to as much
free labor as possible, no convict la:bor
shall be used and preference shall he
given hand labor met'hods when reason­ably
economical."
Working fo~' Wage Scale
The above is not new with the State
Highway Department; we have been
wOI1king on this for a long time; the un­employment
situation brougcht it to a
quick head, the fact being shown that
Arizona .being a winter resort' would be
a Mecca for the unemployed and the
citizens of Arizona would have small
chance in competing with this transient
labor.
We havd been further working on the
possibility of placing in our specifica­tions
a minimum wage scale to be paid
for different classes of labor; but up to
the present time have -been told by our
at:torneys that this would be unconsti­tutional,
but the Federal officials have
promised to cooperate with us in in­sisting
that the standard wage scale of
$4.00 per day be paid by all contractors
on Federal Aid work.
It is an erroneous idea that the con­tractors
are against a specified rate to
be paid labor. They are not, for this is
their greatest unknown quantit'Y con­nected
with their bidding and I am sure
they woold wei com ea stipulated wage
scale which would automatically make
uniform the wages to be paid by every
contractor and take away the largest un­known
quantity which t'hey now have
when they are bidding.
New Quarters Facilitate
H andling of Motor Pu blic
By E. M. WHITWORTH,
Vehicle Superintendent
The new quarters of the motor vehicle
division with its increalSed space and
separate entrance in the highway build­ing
permitted this division t'O handle the
public, during' the great rush of trans­fering
titles that always takes place at
the end of the license year, with greater
di spatch and much less inconvenience
to both the public and the highway de­part'ment
than ever before. Last year
the congestion was so great in the main
entrance of the highway de,partment
during this period that operations of
the entire department were hindered and
the scores of waiting motorists were
jammed into a space that made it an or­deal
to do business with this division.
Originally the Division occupied quar­ters
most inadequate for efficient oper­ation.
At a later time an addition was
added on the east end of the Highway
buildirug which provided more commo­dious
quarters. The division soon out­grew
these quarters and upon moving of
the state .land and water departments to
their new quarters in the capitol annex,
the Division moved into their old quar­ters.
The space was remodeled to fit the
requirements of the division, and we are
now equipped a nd prepared to meet with
(Continued on Page 24)
Pag"e Four ARIZONA HIGHWAYS FEBRUARY, 1931
Location of New Globe-Springerville Highway
Keeps Road At Lower Levels
By PERCY JONES, Jr., Chief Locating Engineer.
THERE has been much speculation
as to the exact routing of the pro­posed
highway, soon to be built on a di­rect
route from Globe, through Show­low
to Springerville, giving Arizona an
all year highway from this northeast
section of the state to the southern and
central portions.
The route as it is being surveyed and
planned is the most direct obtainable
from the towns of central Arizona,
through Globe to the grazing and tim­ber
country north of the Rim. That
county supports a considerable popu­hti~
n in numerous sett1 ~ rr.ents of which:
Showlow is a centrally located one. At
the town of Springerville it will con­nect
with U. S. Route 70, making a
route much shorter than the existing
ones for travelers entering the state
from the middle west on their way to
central and southern Arizona to south·
ern California.
In addition to the directness of the
route, an even greater reason for its
adoption, it is the lowest possible
route,-a happy combination of topog­raphy
not often in existence. The gap
near Showlow is the lowest one in the
"Rim" in Arizona. Its elevation is
about 6700 feet. If an elevation of 7000
feet is touched between there and
S?ringerville it will be only a 'short
dl stance,-a little less than 6 000 feet
is the highest elevation rea~hed be­tWEen
Globe and the Salt River, that
only at two short summits. From the
Salt River to Showlow the elevation of
6,000 feet may be touched for a short
distance at a governing summ't and
then not reached again until w:th~n
fix or seven miles of the "Rim."
To be lower in the mountains of Ari­zona
means to be in less snow fo r a
sr.orter period of t·me. And less snow
is greatly desire:! by both the traveler
and the road mainta iner.
Ro'ute Is Lower and Shorter
There is now a serviceable road _
not a highway in the present meaning
of the word, between Globe and
Springerville by way of Ri ~e (now San
Carlos), Ft. Apache, White R:ver an:!
McNary. One is often asked why this
road be not improved rather than build
an entirely new one ' upon a different
route.
There are three good rasons; First,
elevation. This old road goes high. It
is above 6,000 f eet in elevation for a
considerable distance on the Natanes
Plateau, and while this point is not so
much higher than the corresponding
high spot on the new route, it is for a
greater distance, and there is something
in the shape of the country that makes
the snow fall heavier and lie much
longer. The writer was in both these
places during a recent snow and the
difference was quite noticeable. It goes
to 6,000 again six or seven miles below
the rim, as does the new route, but
reaches 7,200 on the rim at McNary and
from there on up to nearly 9,000 and
then down to 7,000 at Springerville. In
the past this road has been closed by
snow for considerable periods of time.
Kow, due to higher standards of main­tenance
it is generally kept open, but
at a considerable expense, and it is al­ways
liable to be closed for short pe­riods.
Second,-dr' r.tance. This existing;
route between the same principal
points is 20 miles longer than the new
r ropo"ed one. While it might be short­ened
in wme places in others it would
be lengthened, due to the necessity for
development of distance to obtain the
pr 2;'ent standard rate of grade.
Th rd,-Cost of alignment a nd grade.
Except for a few comparatively short
sections this existing road is an old
wagon road that grew upon the lines
of least resistance, between watering
places on the way to Ft .Apache. It
has been much improved, noticeably
within the last four years to one who
knew it before that time. However,
except for that section twenty miles
north of White River, the work of
building it up to the standard highway
of today would be the same as con­structing
a new road, and the topogra­phy
of the country traversed is not as
well adapted to our present standards
of alignment and grades. The final
cost of bringing this old road up to
present highway standards would prob­ably
be equal to or greater than that of
building a highway on the direct route
and the result would be not as satis­factory.
Branches at Globe
The route from Globe to Springer­v
ille will leave the existing Globe­Safford
highway about a half mile be­yond
the c:ty limits of Globe and in a
northeasterly direction, cross an ordi­n:
lI'y foothill country across one draw
and up another one to the gap between
Chrome Butte and the Apache moun­tain.
From there the line swings to the
west for a supported down-grade on the
base of the Apache mountain, past
Airplane view of bridge site where New 'Globe-Springerville road will cross the Salt River.
FEBRUARY, 1931
Winter's ranch and finally catches the
head of a r idge which takes it down
to the old town of McMillan. McMillan
in the 80's was a high-grade silver
camp and many fortunes were made
there. The silver ore was at the grass
roots, but unfortunately, as far as has
been determined, did not continue down.
From McMillan the road goes down a
draw to Seven Mile Wash and up anoth­er
one through the usual Arizona ridge
or foothill country to a point on the di­vide
between the Salt and Gila rivers,
at the base of Timber Camp mountain.
Then up a suppor ted grade for which it
was necessary to develop distance to a
gap in the mountain. This gap is at an
elevation of 5,970 feet above sea
level.
It is interesting that the route for a
modern highway follows almost exactly:
except for the differences due to the
kind of road, the old Globe McMillan
wagon road abandoned something like
40 years ago, and beyond McMillan it
follows in the same way the old bull
road used for hauling timber from
Timber Camp to McMillan.
At Timber Camp Gap the character
of the country changes. Looking back
from there one can see a great deal of
the usual Arizona scenery with moun­tains
Graham and Turnbull and thE
Pinals and Sierra Anches in the dis­tance,
and slightly nearer the Coolidge
Lake at old San Carlos. Ahead the
route goes down a broad valley timber ­ed
with pine, then up over another gap
slightly lower than Timber Camps, then
down again through a more sparsely
timbered country to the edge of the can­yon
of the Salt river about 35 miles
from Globe.
Crosses McNary Road
At a distance of about 32 and 35
miles from Globe the roads from Hill
Top on the Rice-McNary road, to the
asbestos mines of Crysotile and the Re­gal
are crossed, thirteen miles north­west
of Hill Top and two and eleven
miles from the Crysotile and the Regal
mines respec1li,'Ve1y. Thjis road will
make t he highway us~ble as soon as it
is completed to that junction, for by it
the road to t he White River and Mc­Nary
may be reached and the grade
up Oak creek or Sawmill hill avoided.
A short distance before reaching the
rim of the Salt River canyon the Emsco
asbestos mine is passed, a couple of
miles to the left. This new hilghway
should be of great benefit to these
mines, in that it improves t heir trans­portat
ion facilities enormously.
In addition to t hese three developed
ARIZONA HIGHWAYS
and operating mines there are other
asbestos claims on both sides of the
river. The Salt River canyon near the
cross 'ng is honeycombed with diggings
on out::rops of asbestos. The improve­ment
of the transportation faci lities of
this district should help a considerable
industry to develop.
The highway as surveyed and
planned for the first 33 miles will con­form
to a high standard of alignment.
It was the endeavor to have no curves
of less radius than 950 feet. However,
in two places, one a pproaching the gap
at Chrome Butte and the other ap­proaching
the gap at Timber Creek
mountain, the topography of the coun­try
forced the u ~e of curves of a radiu!l
of about 480 feet, and at three other
places the use of curves of about 750
feet radius were found to be necessary
to keep with:n a reasonable cost of
construction.
Upon approaching the Salt River
canyon and in the canyon, for a distance
of approximately twelve miles in all,
the topography is such that a standard
of alignment would be unreasonable if
not impossible. There a minimum ra­dius
of 300 feet on "blind" curves and
200 feet on open curves is used. Curves
of as little radius as 100 feet OCcur on
all mountain roads in Arizona that are
over five years old. The maximum
grade, allowable throughout on this
highway is the same maximum grade
that has been in use for years, a rise
or fall of six feet in 100 feet, or 318
feet in a mile.
Perfect Bridge Site
From the rim of the canyon to the
bridge site on the Salt River there is
a f a ll of 1400 feet in an air line dis-
Page Five
tan :e of about two miles. To make the
grade it was necessary to develop three
a:'dit:onal miles of distance. This was
accompli shed by the use of three loops
of 180 degrees each. It might be said
that the road will riz-zag down the
side of the canyon. These 180 degree
turns will be made on curves of 200 feet
radius.
The bridge site is a nearly perfect
bridge site. The river is 100 feet wide
and at low water is 30 feet below the
top of perpendicular rock banks; these
banks are then level for a short dis­tance
to the foot of the slopes of the
main canyon.
The roadway . will be 35 feet a bove
these banks or 65 feet above low water.
Th bridge will probably be something
like a 120 feet steel span with trestle
approaches at each end. A very simple
tri c1ge for the Salt river.
From the bridge the line of the high­way
turns up the river, climbing on the
maximum grade all the while to get
above the sheer cliffs which rise from
the riyer's edge. In about three miles
it reaches a point above the junction
of 'the Flying V. canyon with the Salt
River canyon. The Flying V. comes
into the Salt from the northeast and
makes a gash in the country through
which the road eseapes from the Salt
River canyon. Were it not for this
gash it would have been necessary to
have climbed up something like 2200
feet by means of developing distance
on the sides of the canyon. As it is,
the road climbs to an elevation of 4900
feet or 1500 feet up from the river be­fore
it finally clears the cliffs of the
Salt and Flying V. canyons about six
miles from the bridge site. This climb-
(Continued on page 22)
=P=a~=e=S=i=x========================~A~R~I~Z~O~N~A~H~I~G~H~VV~A~Y~S===================FEBRUARY, 1931
Oil Surfacing as Practiced by Arizona
(The following article is the first
of a series dealing with the different
phases of oil surfacing now used ex­tensively
in Arizona).
, By GEO. B. SHAFFER,
Dish-ict Engineer
Oil surfacing of roadways is, on first
thought, merely to add road oil, thor­oughly
mixed, to about three inches of
the material found in place on the road.
It is then laid down to the required
crown and profile and really presents a
wonderful improvement in the riding
qualities of the road, no matt:er how
\~ell it has been maintained 'before being
011 surfaced. This pleasing condition
continues until something happens.
Something will surely happen if much i,s
taken for granted. Many elements enter
into the success of an oil surfaced road
and it takes just one bad sUbstitut:e to
spoil the cakes.
Conditions which caU15e an oil surfaced
road to fail are many and the writer
does not pretend to know even half of
them; but experience has proven some
obvious causes of failure, which are now
being guarded against, and results in
much better roads than those const:ructed
with less extensive investigation.
The following will be devoted to sub­grade
,conditions, and any conclusions
will be based upon the assumption that
all other elements are satisfactory.
Oil surfacing is non-rigid as to flexi­bility
.and hatS only slight tenacity and
for thIS reason it is necessary to have a
stable sub-grade. A surface examina­tion
is not sufficient to determine wheth­er
or not the subgrade is suitable to car­ry
oil Isurfacing. Laboratory tests are
necessary and even then it is advisable
to make a physical examination, partic­ularly;
as to drainage. A sub-grade ma­terial
which is ordinarily good is ren­dered
,unstable when damp or wet. Oil
surfacing shOUld never be placed upon a
su~-grade which is susceptible to high
mOIsture content or which has high
shrinkage and Where doubtful sub-grade
is encountered it should be covered with
four or five inches of selected material
of known stability.
It is a requirement of this depart:ment
to take ,sub-grade isamples from the
roadways prior to oil surfacing and de­termine
by la'boratory tests the character
of the material Upon which the proposed
oil surfacing is to be placed and all un­suitable
portrions are corrected with
selected subgrade stabilizers.
Stabilizer alone does not necessarily
insure the subgl'ade as a good bearing
sud'ace unless the road drainage is good
at all times of the year. Good drainage
is the most important of all, for without
drainage all is lost.
To analyze a subgrade or material
suitable for subgrade stabi lizer is a long
story but can be generally described in
this way: Crushed rock or gravel con­taining
enough binder so t:hat it will re­main
intact after compaction is a good
subgrade stabilizer. Decomposed gran­ite
containing very little or no clay but
containin~ cementin~ agencies is good
and easier to re-shape than crushed
rock. Sand is a good subgrade but it re­quires
a light stabilizing before the oil
processing can be carried on successful­ly.
Readers will note t:hat our first oil
surfaced roads were simply oil mixed
and laid down without going into serious
thought about the suitability of the sub­grade
or material to be oiled.
Now at the end of a period of investi­gation
we find ourselves preparing a
subgrade upon which to place the oil
surfacing instead of oiling the subgrade
it:self in an effort to make an oil road.
Mineral aggregate suitable for oil sur­facing
will be discussed in a succeeding
article.
Accounting Problems
and Their Solutions
By R. L. JONES, Chief Accountant
Accounting for the large sums of
money used in the maintenance and
construction on the state's twenty-six
hundred miles of highways is an inter­esting
and important part of the activi­ties
of the departn: ent. The depart­mer.
t has the only battery of Powers
tabulating machines in Arizona. These
ma~hines have demonstrated their use­fulness
as accounting aids where the
volume of business is large enough to
justify them.
The department has not made an at­tempt
to reduce the accounting force
as a result of the use of these machines.
The main advantage secured from them
is that the increased volume of work
and the varied classes of additional in­formation
required in connection with
the enlarged activities have been tak­en
care of without additional force.
It wa's decided pr:or to the adoption
of the present budget that the account­ing
division could get better coopera-tion
from the field forces if a contact
man be added to the force. This was
accomplished with no additional ex­pense.
One desk in the office which
was handling a class of work eas­ily
adapted to the machines was abol­ished.
WitJlOut additional tabulator
room employees this was done, and the
salary applied to the position of travel­ing
auditor. The first six months of
the fiscal year have proven the value
of this position. Maintenance and con­struction
forces are naturally not of­fice
men. To establish correct records
in the Phoenix office certain informa­tion
necessarily has to come from the
fi eld forces. The traveling auditor is
a valuable help to the field men. He
can and does assist them with their re­ports
and straightens out disputed
items in much less time than they could
be adjusted by correspondence, and
with a minimum of friction. It would
be a careless foreman who would at­tempt
to carry any straw men on his
pay rolls under the present system of
records used by the department. Prop­erly
authorized appointment reports
must be sent to the Phoenix office in
advance of the pay rolls, and no one is
p:lid otherwise. The district engineers
and their assistants keep a constant
check upon the progress of the work and
the personnel of the forces. The trav­eling
auditor supplements this supervis­ion,
his duties requiring him to visit the
various districts as the occasion de­mands,
and he is. thus enabled to keep
good records of the activities of the
field men.
In the past two years the oiling of
the highways has been progressing rap­idly.
The cost of construction of the
var:ous types of oiled surfaced roads
has been established. The problem now
confronting us is to secure a proper
segregation of the cost of maintenance
of these different kinds of oiled roads.
This is one of the most difficult cost
problems which has arisen, and we ad­mit
we have not settled it to our own
satisfaction. We have made a start on it
and with 'the whole team working to­gether
(engin/eers, foremen and ac­counting
forces) we are sure we can
and will solve it. We must know it, as
it is now the one important factor con­nected
with our oiled highways.
A GOOD IDEA
The Scotchman who spent $10 on his
girl in one evening has explained the
matter very satisfactorily.
That was all she had.
~BRUARY, 1931 ARIZONA HIGHVVAYS Page Seven
Forging Ahead For Fifty Years
By H. B. VV ATKINS, General Manager, Phoenix Chamber of Commerce.
I F Phoenix had adopted a slogan in its
beginning, it might appropriately
have been "Forward, ever forward." On
this occasion in reviewing the achieve­ments
in a full half century of progress,
we may well choose to review some of
the things that have inspired Phoeni­cians
to the efforts that have brought
this city and community to the proud
place it holds today. Fifty years to the
people of those cities of the East hallow­ed
by centJuries of tradition mean but
little. Historical buildings in Boston,
New York, Philadelphia and other cities
were crumbling with age years before
that which is now Phoenix had been
seen by white explorers. Many of the
Nation's great leaders had come
and passed on while that which
is now Arizona was stilI an un­explored
region.
We now are at, that point in
our history,-a crossing of the
ways of legend and hi storic
facts,-and it is still dangerous
to stress too much that which
is legendary, and so in this
brief resume we stay close to
recorded history which is sub­stantiated
by the recollection of
those still with us, who have
been a part of this great devel­opment
that has taken place,
well aware that in anot'her half
century history will lend ro­mance
to the stories of Phoenix
and the Salt River Valley with
a wider use of legends which
cannot now be used too freely.
Celeb?'ates Golden A nn'ivet'sary
Thomas Mc Goldrick, Michael Mc Grath,
Antonio Moreas, James Smith, John W.
Swilling, Lodovick Vandermark. P . L.
Walters and Joseph Woods.
It was not until December that they
reached their destination, and in spite of
some difficulties completed this ditch in
the early part of 1868 so that some
crops were planted in that year.
Name Settled At'gmnent
Without much doubt a camp was made
not far from the head of this canal.
which by the way is still distinguish­able
a few yards down the river from
the l~emains of the headings of three of
those canals built by a prehistoric race
that once inhabited this country.
the "blue'- of the Union service. It
seems likely that Swilling would suggest
the name of "Jackson," the Confederate
leader, as the name of this settlement.
It is at least possible that there might
have been equally strenuous efforts to
name the settlement after Grant, Sher­man
or some other Union leader, and
the story goes that the controversy be­came
heated, and then Duppa, who is
usually referred to as Darrel Duppa,
stepped in and told the contestants the
story of the Phoenix Bird which rose
from its ashes, and pointing to the l:e­mains
of one of those plueblos built by
the unknown people who had also build­ed
canals, he prophesied that on the
ashes of these old ruins a new
city arises. Continuing the leg­end
it is said that the contest­ants
were tired of argument
and willing to effect a compro­mise.
Phoenix celebrates on Febru­ary
25, the golden anniversary
of its birthday as an incorpor­ated
city. The Phoenix settle-
Ae)'o-photo of Ct lJot'tion 0/ the Phoenix business
dist1'ict.
If this legend is not true no
one will dispute the fact that
it ought to be, and we like to
think that here in the beginning
Phoenix people learned a lesson
wt>ich ha.s ever been character- -
istic, namely that controversy
over trivial things is immaterial
lJnd to compromise in order that
c:mstructive efforts might con­t;!!
ue, is the spirit which has
].- ilt Phoenix to its present
proportions, and 11 policy which
has continued, and will mean
in far less than another half
century a wonderful commun­ity,
a marvelous city, and a
country with a climate that has
no equal.
There seems little or no doubt
ment, later the village, began with the
inception of irrigated agriculture. It
was in 1867 that Jack Swilling organ­ized
a company at Wickenburg and came
down to the valley to dig an irrigation
ditch. This was known as the Swilling
Irrigating Canal Company with a nom­inal
capital of 10,000. Among those
who became stock holders were Henry
Wickenburg, owner of the Vulture Mine;
L, J. F. Jaeger and a man named Lati­mer.
Others who formed a part of the
Company, but contributed labor instead
of money were Peter Barns. Brian P.
D. Duppa, Jacob Denslinger, Thomas J.
L. Hoague, James Lee, John Larson,
Frank S. Metzler, Thomas Mc Williams,
It: is a little indefinite just when the
name "Phoenix" was given to this little
settlement, but from news items as they
appeared in the newspapers of. Prescott
and TUClSon, together with more or less
legendary data it seems likely that Phoe­nix
was the name given to the settlement
about the time that actual crop produc­tion
in the valley began. There is a leg­end,
which has not only the merit of pos­sibility,
hut the further virtue of de
Ilightful fancy even if it cannot be sub­stan!:
iated by fact. This legend would
have it that there were in this group
who formed this Swilling company some
WflO had but recently served in the Con­federate
army, and others who had worn
but that another small settle­ment
began along the Swillin'g ditch just
north of what is now the EI Molino Golf
Club. The ruins of an old flour mill are
still in existence.
What is now Maricopa Caunty was
then part of Yavapai County and the
Phoenix 'precinct was established in
1868.
Site- SU?-veyed in 1870
There seems to have developed along
about this time a real controversy as to
the location of the proposed city. and
there were those who proposed to estab­lish
a settlement near the flour mills,
and another group who were in favor of
a site in the center of what is now Phoe­nix.
The survey was begun in 1870, and
Page Eight
completed so that in December of that
year several lots were surveyed. A sale
was held which furnished funds for con­tinued
survey. It was not luntil the fall
of 1871 that the final survey became
completed. This was the N.E. part of
Section 12. Township 1 North. Range 3
E. This final survey covered the dis­trict
one mile long by one-half mile wide
and was divided into 98 blocks. Those
responsible for the survey had a vi­sion
of the future Phoenix. consequent­ly
Washington, Jefferson and Center
streets were laid off one hundred feet
wide. Other streets were laid off 80
feet Wlid'e. ,With few elXceptions the
blocks were three hundred feet long,
twelve lots in each block 50x137Y2 feet,
with 25 foot alleys running through
most of the squares. That which is now
First street was first named Monte­zuma,
and the first lot sold was on the
corner, of Washington and MonteZluma
for $104. The next lot to the south
brought $40. The corner now occupied
by !:he Berryhill company was sold for
$70. The second sale of lots was held the
early part of 1871.
Development was rapid during the ten
years following, and this little village of
about 1,500 people felt that it was time
to incorporate,. become' a full f!.edged city.
The Legislature elected in 1880 con­vened
at Prescott, which had again been
made capital after having been remov­ed
to Tucson several years before. John
C. Freemont was the territorial gov­ernor;
Judge A. C. Baker and R. S.
Thomas were Maricopa county members
of the council; P. J. Bolan, J. S. Mc­Cormich
and N. Sharp were members
of the house from Maricopa cQunyt. This
was the Eleventh Territorialy Arizona
legislature. On February 25, the act in­corporating
Phoenix as a city, and set­ting
up the charter was approved by
Governor Fremont, and from this date
Phoenix became an established city.
Phoenix Made Capital City
Among other acts of importance in
that session was the creating of the
county of Cochise and the county of
Gila. The city of Tombstone was also
incorporatetxl., and an act which provid­ed
for the building of a county court
~ouse in Maricopa county. This Legis­lature
also repealed the E"lllion tax.
Among measures which were proposed
but whic~ did not becQrne part of the
Territorial laws was a ,memorial to con­gress
asking that all of Arizona except
Yavapai, Mohave and Apache counties
be attached to some other county. The
total assessed valuation of the territory
of Arizona at that time seems to have
been about $18,000,000.
ARIZONA lllGHWAYS
Eight years later the Fifteenth terri­oorial
legislature made Phoenix the per­manent
capital and settled a twenty-year
controversy between Tucson and Pres­cott,
each of which had been at times
capital of the territory.
The first railroad into Arizona came
to Yuma in 1877. It was less than one
year before Phoenix became a city. that
the railroad was completed through Ari­zona
and New Mexico. A branch line
from Maricopa was completed to Phoe­nix
in 1887.
At the first census after Phoenix was
incorporated, or 1890 the population of
Phoenix was 3,152-in 1900, 5,544. The
population practically doubled in the
next decade. but the real growth of
Phoenix as well as of the entire Salt
FEBRUARY. 1931
During the past decade and a half
there has been almost a complete revo­lution
in the production of agricultural
and horticrultural crops, indicating that
we may be only on the threshold of fu­ture
changes which will mean a gradual
substitution of staple crops by those
higher priced products such as citrus,
winter lettuce, dates, etc. ( that can only
be grown, in climates such as ours where
there is rich soil and an abundance of
water.
In terms of comparison only can we
appreciate the strides made.in Phoenix
in this past cenbury. From an assessed
valuation of about $1,000,000 to almost
$90,000,000 we can determine the in­crease
in wealth. From a population of
less than 2,000 to a county of 150,000
View of Phoenix in 1898
River valley dates from the completion
of the Roosevelt dam in 1911. Since then
progress has not only been rapid but
steady. For many years the climate has
been appreciated by the people who came
here from distant states, but it may
truthfully be said that within the past
past few years it has begun to be cap­italized.
We will not in this article attempt to
prognosticate the fluture, buo those who
have observed the increasnigly large
number coming here from other states
each winter believe this 'Proves beyond
question the popularity of the climate in
the winter and forecasts in a measure
the development of the winter tourist
season for the future.
shows the increase in people. From a
crude one-roQrn school house to the pres­ent
school system is an achievement in
it'Self to justify a celebration. In pub­lic
buildings, hotels, apartments and in
homes, in paved streets and sidewalks,
and in every way Phoenix can well be
proud of the accomplishments of a half
century, but the motto of Phoenix is
still "Forward. ever forward." and the
same indomitable spirit of working to­gether
is as much a part of Phoenix to­day
as it was in the days of long ago
when the little band of canal 'builders
predicted that from the ashes of the an­cient
city. a new and glorious city should
arise.
~BRUARY. 1931 ARIZONA lllGHWAYS Page Nine
Courtesy, Phoenix Chamber of Commerce, Phoenix, Ari zona
On the site where untold ages ago an unknown race recla'~ 11~d the ftrtile lands of the ~alt River va~ley and constructed a
chain of 'Pueblos. Phoenix has grown from a small adobe bmldl11g .t'O a great, modern cIty of beautIful h?mes, churches,
schools. theatres and lofty business buildings in the short spac) of fIfty ye~rs. The growth of modern. Phoemx can really be
counted as having started with the completion of the great Roosevelt dam 111 1912, the waters of whIch converted the sur­l'Ounding
desert lands in!:.:> an agricultural empire supporting a population of 150,000. In the year 1900 the assessed valua­tion
of Phoenix was $1,511,700. Today its assessed valuation iJ $87,941,639.
Page Ten ARIZONA HIGHWAYS FEBRUARY, 1931
ARIZONA HIGHWAYS
P'UBLI.HED IN THE INTEREST OF GOOD ROAD. BY TH.
ARIZONA HIGHWAY DEPARTME~T
VOL. VII. FEB'RUARY, 1931 No. 1
~============~~======~
ARIZONA S1ATE mGHWAY COMMISSION
I. P . McBride. Chairman. Globe
J ... 1'". MeDonald, Mont. Manafield.
Vice-Chairman. Blab... Commiaaioner. Tucson
W. R. Wayland. Samuel R. Trenlrove.
Commialioner, Ph<>e>nix Comml •• foner. PraeoU
M. C. Hankin.. Secret.ry. Phoenix
GENERAL OFFICE
W. W. lAne ......................... _ .... _ ......... .................... _Stat. Hilrb .. ay
O. C. IlmaIJ W. R. Hutehlno,
D-sluty Stat. Encineer Offi.. Eqlneer
&. M. Whitworth. J . W. Powen.
VebIeJ~ Superintendent Enlrineer of Materlalo
R. A. Hoffman. J . S. MUI ••
Brt~e Enlrineer Enlrineer of Eatlma_
C. V. Miller. H. C. Hateher.
II:qineer of Plan. Statistical Engineer
A. H. Lind. Superintendent Stor ..
W. C. J oyner R. L. Jon ...
Purcbulq Alrent Chief Accountant
Goor ... e B. Shatter.
District Engineer.
District No. 1.
p . N. Grant.
District Engineer,
District No.2.
F'IELD ENGINEERS
R. C. Perkin • •
Dis trict Engineer.
Di.trict No. 3.
1'. S. O·Connell.
District Engineer,
District No . ..
Percy Jones.
Chief Locating Engineer.
GEO. W. COMPARET. Editor
S1f bscripiton Rates Sl.qO. pe?' lIea?-. Sin.qle COPll 10 cents
Advel·ttsm.q Rates on Request
Address All Communications to EditO'J"
ARIZONA HIGHWAYS
"'UZONA HIGl-iWAY DEPARTMENT PHOENIX. ""'ZONA
Cultivating the Tourist Crop
CALIFORNIA'S greatest single crop revenue is
" . produced by its tourist crop. Over a long
penod of years they have learned the fine art of
c.ultiva.ting this crop until it has become its greatest
slllgie llldustry, meaning more in dollars brought
to . th. at stat.e th'.a n either its oil or its commerce ' its
mllllllg or Its CItrus fruits.
Years ago they realized that the greatest stim­ulent
of tourist travel was good roads, and they
started and completed a network of hard surfaced
highways to every point of interest in the state. But
good highways are only one feature of California's
success in cultivating the tourist crop. They are
constantly working on new methods of getting the
tourist gold. They are constantly planning on new
methods of getting the tourist to their state and
keeping him interested and amused as long as pos­sible.
This year they are developing the "California
Fiesta.. Year." This is being carried out under the
auspices of the California state chamber of com­merce
and 'the California Newspaper Publishers' as­sociation.
Briefly, it coordinates and amplifies the
various civic celebrations, pageants, expositions and
other tourist attractions throughout the state so
visitors in California during 1931 will have the
selection of 365 entertainments of various sorts in
169 communities of the state. Previously there
were only 40 communities holding celebrations,
and these were less than 200 in number.
Arizona's climatic, scenic and tourist attractions
are as great as California's and greater. Our high­ways,
while not hard surfaced, are pleasurable. The
way to make our highways pay dividends . to our
taxpayers is to increase their use by the tourists to
our state. We can learn much in tourist cultiva­tion
from our elder sister state to the west, who
has "IT" when speaking of tourist appeal.
This can be made an endless chain, the more goop
roads we have the more tourist gold in the state, the
more tourist gold the more good roads.
Traffic Accidents Costly
SOME idea of the cost of traffic accidents may
be had from the report made public that the
insurance companies last year paid out approxi­mately
three hundred million dollars as a result of
highway crashes. Casuality, life and fire insurance
companies all contributed to this huge sum, with
casualty companies bearing the heaviest part of the
burden. A large part of the total was paid out as
a result of personal injuries, fatal or otherwise.
It is noted that in industry, chiefly manufactt;;:.
ing and construction activities, the actual death
toll for the year probably will not exceed 25,000,
while the automobile fatality total is expected to
reach 32,000.
Fifty Years of Progress
pHOE~IX is this mo~th celebratin~ its fiftieth
. annIversary as an lllcorporated CIty. In the
brief span of the average life this metropolis of
Arizona has grown from a few adobe buildings,
clinging to the banks of the old Swilling irrigation
ditch, to a prosperous, modern city of approxi­mately
70,000 persons, the hub of an agricultural
empire, the distributing center of the state and one
of the winter playgrounds of the nation.
Highways have played an important part in the
growth of Phoenix, Its most rapid development
has taken place during the past ten years, dating
from the time when Maricopa county voted
$8,000,000 for the paving of over 300 miles of
(Continued on page 19)
FEBRUARY, 193=1=====================A=R=I=Z=O~N~A~H~I~G~H=VV=~A=Y=~S========================P=a=ge==E=le=v~en
Why Don't They Pay My Bill?
By R. G. DARROW, LLB., 'C.P.A.,
Member of the firm of Duncan & Darrow, Accountants and Auditors, Tucson, Arizona.
I N the varied and complex business
transactions which are daily routine
to the six hundred odd persons consti­tuting
the personnel of the Arizona
State Highway Department, two out­standing
factors impress the outsider
who f 'rst investigates the inter-depart­mental
operations necessary in the pay­ment
of the smallest obligation which
this department. incurs. The first of
these is the selling of goods to the de­partment.
This act on the part of the
vendor is usua lly of the most personal
nature and even in the larger Arizona
firms the entire transaction is under
the supervision of one person, and that
individua l looks upon it as MY busi­ness.
The second is the fact that the
transaction in the department instead of
being MY becomes a number and in
turn, a purchase order, next an invoice,
and properly supported by a receiving
report, a claim, and finally an auditor's
warrant, and there is no individuality
connected with it whatsoever.
The difficulty which this situation
presents to the My-minded vendor is
briefly this: he cannot visualize how
difficult it is to spend over eight mil­lion
dollars a year, adher-e to the letter
of the law as laid down by his duly
elected legislators, and at the same
time account for this money to the sat­isfacu.
on of auditors, investigators,
committess and self appointed watch­dogs
of public funds.
Vendors Given Cooperation
The office personnel of the Highway
Department is not interested in with­holding
money from those from whom
purchases are made, and as a unit give
to most of their vendors more cooper­ation
and t ime than is justified, in an
effort to speed up claims against the
state so that they may be paid.
It is apparent that few of the many
business houses in Arizona have ever
read the statutory provisions which gov­ern
the spending of the monies which
are the property of the commonwealth.
il riefly, claims against the state of Ari­zona
must be perfected under oath and
submitted to the state auditor for pay­ment
before the expiration of one year
::roQ"l the date of purchase. No set form
is designated by the code. However, in
order to audit a claim and allow it for
payment the state auditor's office must
know that someone in authority ordered
the goods or service, that the same was
received and that the claim is a regular
charge against a certain item in the
budget of the state of Arizona.
The highway department has there­fore
laid out certain regular paths of
routine, red tape if you choose, in order
to provide this information. The bur­den
of perfecting and proving the claim
is removed from the vendor and the de­partment
assumed this duty. Purchases
are made by written order and this or ­der
is given a number; it is not only the
key number of the entire accounting
system but it is the biggest factor which
enters into the bill paying mechanism.
Without it an invoice rendered to the
Highway Department is not only of no
value to the clerical departments but
a source of delay arid extra work for
numerous people.
Complying With In structions
Vendors in general do not seem to
realize there may be other syst ems of
'bookkeeping beside the one which to
them is the last word in efficient rec­ords
and accordingly if they have a cum­ulative
machine system of accounts r e­ceivable
their bills are r endered in that
manner. If such businesses would grasp
the situation they would readily see
that: -by employing with the printed in­structions
on the purchase orders they
a re but helping themselves to be paid
that much sooner. Each purchase order
is a separate and distinct transaction,
a nd two purchase orders, unless in­volving
the same budgetary expendi­ture,
should never be paid through the
medium of one invoice.
There are seven copies made of every
purchase order, the vendor is furnished
with but one, the other six are for de­partmental
use; five copies of the in­voice
covered by this purchase order are
to be furnished by the vendor, one for
the claim presented to the state au­ditor's
office, and the others for depart'
mental use in the speeding up of th~
paying process. In addition, the per­son
receiving the goods or service on
behalf of the state must sign three
copies of a written receiving report. The
various departments outside of the ac­counting
divid on use three of these
copies in the detail involved in costs,
budgetary balan : es, contract liabili­t
ies, wa rehousing of supplies, and thp
locating and conditioning of the varied
and numerous pieces of road machinery,
trucks, autos and miscellaneous equip­ment.
In the accounting division where
claims are perfected for presentation to
the state auditor, a minimum of seven
documents are necessary-2 copies of
the proper invoice, 2 copies of the pur­chase
order, a properly signed receiving
report, showing ac:tual delivery of
quantities as ordered to some division
of the highway dppartment, two prop­erly
executed claim forms. The origin­als
of t he invoices support the auditor's
copy of the claim and the duplicate
claims with all of the various support­ing
documents remain in the permanent
fi !es of the accounting division. In
accounting terminology this is known as
a perfected system of internal check.
All of this is necessary and vitally im­portant,
so long as the inseparable twin
vultureg Fraud and Embezzlement con­tinue
to hover over a ll public properties.
Getting Quick Results
Cooperation is all that is needed to
get a check quickly. The spirit of,
" I'll giv 'em what they want, and get
a check" will get results quicker than
anything else. The accounting division
will do all the detail s, perfect the ven­dor's
claim, get the wararnt from the
Auditor's office and mail it out, and
all they ask of each and everyone
w'shing to be paid for some value re­ceived
by the highway department, is
five copies of the invoice bearing the
purchase order number , and five copies
(if possible) of the freight bills show­ing
prepayment to destina'4ion. And
above all that each purchase order be
treated as a separate transaction, as
all accounts must from necessity be paid
by invoices, and not from cumulative
statements, in order that the budgetry
provi ~ ion s of the statutes may be com­plied
with.
Vendors should be cautious in making
deliveries to the highway department
before receiving an authoritative pur·
chase order. While a demand on the
department for a purchase order before
delivery of goods may seem self pres ­ervation,
it is ultimately the best pro­cedure
for all parties concerned. Es­pecially
if it is remembered that by the
number thereon all details of the tran­saction
may be correlated and the de­partment's
creditors ca~ ,. t any time
a scertain why a check is not forthcom­ing.
Page Tweh'e ARIZONA IllGHWAYS FEBRUARY, 1931
Nogales Is Largest Port of Entry on Mexican Border
NoGALES, the "Key City" to the
wonderful west coast of Mexico, is
the trad;ng and banking point, as well
as the port of entry, for that rich re­gion
to the south consisting of the
states of Sonora, Sinaloa and ayarit.
A fact not generally known and one
that the people of Arizona should re­late
with praise, is the fact that No­gales,
Arizona, is the largest port of
entry on the entire Mexican border and
duri ng the month of November, 1930,
was exceeded in import business with
. lexico only by New York City.
Togales is in every sense a commer­cial
city as we have the third largest
tank clearings in the State. Seventy­five
per cent of the total volume of
business is se lling merchandise to Mex­i"
o and handling and warehousing the
products of the west coast of Mexico.
Friendly re:a tions are the right hand
to good busi ness, and Nogales ha a l­lVays
tried to lead in this respect, Gen­eral
Obregon givi ng the chamber of
commerCe a very beautiful sarape as a
loken of h i~ appreciation for the for­ward
example of international ac(:ord
evidenced in Nogales. Will Rogers and
mal1y others as famous have also made
open (xpressions of the f riendly spirit
of ccol;eration shown by the people of
Ambos Nogales. Just last year, Sep­tember
IG, Mexico's Independ ence Day,
0111' governor and Governor Elias of
Sonora met a\; t he Internaitonal line
along with high officials of both coun­tries
to review and enjoy a celebration
that was truly international.
Vastness of West Coast
To give you some idea of the vastness
of the west Coast of Mexico, which is,
geographically speaking, a continua­tion
of the Pac:fic coast line the com­bined
area of these three ~est coast
states is 154,000 square miles, just
2,000 square miles' smaller than Cali­fornia,
and in area comprises about
one-fifth of the total of Mexico. The
est'mated population of these states is
well over a half million people.
Agriculture is one of the main indus­tries
of this section of Mexico which is
carried on along the costal ;lain hav­'
ng an irrigable area of 5,260,000 acres
and being supplied with an abundance
o~ water from 15 important rivers. Ag­nculturally
speaking, the west coast of
Mexico has great possibilities, from
By G. R. MICHAELS.
Nogales to Guadalajara a distance of
1101 miles.
Due to the favorable climatic condi­tions,
during the winter season, the
growers of the west coast of Mexico are
able to start shipping winter tomatoes,
green peas and peppers as early as the
middle of November; whereas, the ear­liest
reliable shipments in the United
States cegin in April. Were it not for
thi s, the markets of the United States,
during the winter months, would be
without their tomatoes, except for the
few that are raised in hot-houses and
are out of the reach of the ordinary
consumer. This industry is of particular
interest to the residents of the Salt
U. S. Boundary
Line d i v i din g
business district
of Nogales, Ari­zona
and Nogal·
es, Sonora, Mex.
Rivn Valley. That valley raises let­tuce
during this same period and let­tuce
and tomatoes have long been
"Siamese Twins" to the American ta­ble.
The winter vegetable industry started
in a small way, back in 1905, when a
few cars were shipped to the Amer­ican
market which has now developed to
extend as far east as New York and on
the eastern market, Arizona lettuce and
west coast of Mexico tomatoes and
r reen peas have become staple. This in­dustry
has now. grown to a point where
from 5,000 to 6,000 cars a year now
pass through Nogales annually for
points in the Un:ted States_ How this
one industry affects Arizona, may be
~ hown by these figures-for the year
1928 lumber and lumber products used
mostly for shook, shipped into Mexico
totaled $1,058,206. Just · what portion
of these figures our northern Arizona
mills furni hed, I am unable to state;
but it proves there is a ready market
for Arizona products just a short dis­tance
away.
Mining is Important
:Vlining in Mexic(l dates back 300
years with records of productions of
ingle properties of $30,000,000 in gold
and silver; others of $3,000,000. in one
year. Some of the greatest bonanza
mines of colonial times have been lo­cated
in this territory. Twenty years
ago the annual production of copper
alone totaled 118,057,000 pounds in
Sonora. To describe the various min-ing
districts of Sonora alone would tax
the capacity of a technical library. Gold,
silv(l', copper, lead, zinc, tungsten,
molybdenum, graphite, manganese, coal
and gypsum constitute the principal
metals and minerals produced on a
large scale, or capable of large produc­tion.
One of the richest copper mining
districts- in the world is located in
Cananea, Sonora.
There are districts of free-milling
gold ores, others of gold and silver
ores, others of lead-silver, copper for-.
mations; Sonora having no less than
18 well defined mineralized zones or
districts. Total production values for
~onora in 1903 ",ere placed at $3,623.-
300, U. S. currency; in 1928 the metal
products exported through the p.prtJl
of the Arizona district amounted to $13,-
682,715. The present actual investment
=FE==B=R~U=A=R=y=,=19=3=1===================A===RIZONAHIGHWAYS
of capital in Sinaloa and Nayarit min­ing
plants and equipment totals $15,-
260,000, U. S. currency, a small fig­ure
compared to the total investment
in mining in Sonora.
Many Opportunities
An interesting field is offered by the
territory in the application of modern
milling and reduction methods on the
old "antigua" mines, the old dumps of
whidl often contain excellent valu[es
extracted by means of cynaniding, flo·
tation, etc. Another opportunity seems
to be indicated for the establishment
of custom smelters at strategic points
to treat ores of many small and large
known mines that cannot be worked at
present. It is thought that such an in­stallation
would greatly stimulate pro­duction
in several districts where there
are hundreds of low grade properties.
In addition to the above deposits may
: e rsted mica, antimony, manganese,
sulphur, arsenic and bismuth. In the
volcanic region south of Tepic, there
are indications of a prolific field of
clays, diamaetaceous earths, the Kao­lins,
etc., includ ing alumina oxide clays.
OpportJunity exists in mining through­out
the entire west coast of Mexico ter­r:
tory. While the country, generally
speaking, has been surface prospected
si nce colonial times, there exists many
ore formations only awaiting capital
::md modern plants and methods. The
prospector will find opportunity in the
small, rich veins, which the native
miners cannot work below the water
line.
Industrial Progress
The west coast of Mexico is just
emerging from the pastoral and mining
era into that of intensive crop agricul­ture
and farming; and industrial pro­gress
is small as yet.
Existing manufacturing industries
include shoe factories, flour mills, rice
mills, cigar and cigarette factories,
match factories, tanneries, sugar mills
equipped with alcohol plants, breweries,
clothing shops, cotton mills and there
are two fairly large machine shops, one
large wood-working plant, and also
many small shops turning out a wide
range of products, such as shoes, cloth­ing,
furniture, saddlery, candy, tin­ware,
etc.
With the exc·eption of refined sugar of
the five large mills, and other than min­eral,
agricu ltural and forest products,
no manufacturing for export has been
developed; all factory production, with
the exception of sugar, tobacco, leath­er
and alcohol are sent to the interior
of Mexico.
Sea products, another industry of
the west coast just coming to the front
is now being fast developed. The wa­ters
of the Gulf of California have
over eleven varieties of edible fish, some
Page Thirtern
forty of which are considered commer­cial
in quantity of runs and qualities.
Several species are equal to the salmon
for canning, among these the famous
Tuna fish; another is equal to the cod
for drying and salting. Many other
kinds lend themselves to smoking, salt
packing, drying or pickling. The true
sardine runs in enormous schools, as
also do the mullet, anchovies, shrimp
and turtles, lobsters and other species
abound, and there are also several very
large oyster beds.
With the depletion of the Atlantic and
Gulf Coast oyster beds, and due to
the increasing use of oil for fuel by
steamers, detrimental to the oyster beds,
the beds of the west coast may be con­sidered
of primary importance for the
near future. The Orient takes dried
and tinned shrimp and oysters; Cuba
and Porto Rico are great consumers of
dried fi sh and the American market
cannot get enough canned tuna fish.
Intimate studies of the fishing indus­try
of the west coast and the Gulf wa­ters
lead to the belief that there ex­ists
an excellent opporunity in commer­mercial
fi shing operations for exper­ienced
operators.
Building Roads
Transportation has done as much, if
not more, than any other thing towards
the development of the west coast of
(Continued on page 22)
THE WILLOWS-Scene on Highw:lY 89, close to the city of Nogales.
Page FO'Urteen ARIZONA HIGHWAYS FEBRUARY, 1931
W"hat Other States Are Doing
CALIFORNIA
A method of routing a trunk high­way
away from Main street, more
radical than anything yet suggested,
is being carried out in California,
:where a tunnel being built under the
business di strict of Newcastle will cut
that tOWrl off from " an important
transcontinental route." -The tunnel will
be 531 feet long, 330 feet wide, and
will cost $226,000. The present route
through the business center has several
sharp turns and other hazards.
F eather River Gateway Bridge on the
state highway a short distance north of
Oroville has the largest concrete. arch
span in California. The length "of the
bridge over all is 757 feet and thp.
span of the main arch is 270 fe et, the
top being 145 feet above the river.
This bridge spans a deep and pictur­esque
gorge on the Feather River
state highway lateral now under con­st
ruction, which when completed will
provide an all-the-year-round " route
over the Sierra mountains into Cali­fornia.
Bids a re being received for the con­.;
truction of the first unit of the Ju­lian-
Kane Springs Road "in Imperial­San
Diego Joint Highway District No.
17, indicating that work will begin at
an early date.
NEW MEXICO"
Through the $1,303,000 allotment of
immediate federal cash to the state
The road engineer's
zoo. A partial view of
the huge road -making
machines on exhibit at
tr.e St. Louis Road
fohow, the · national
convention of the Am­erican
Road Builders'
Association, held in St.
louis last month. Am­erican
inventive genius
;::s usual, has met the
great road building
programs of this coun­try
with machines for
every operation ..
highway department, it was learned
from Washington sources the financial
stress on the incoming administration
w II be r elieved to the extent that near­ly
$4,000,000 in federal aid roads can be
constructed next year in this state
without the outlay of a dollar of New
Mexico money permanently.
Indications are that the highway de­partment
will be kept going at top
speed to meet the federal requirements.
Under economical construction policy,
it is predicted by road engineers, the
state will be able to add more than
400 miles to its present oiled-process
road system.
MINNESOTA
Increasing the State Highway Patrol
from 35 to 100 men is urged by Com­missioner
C. M. Babcock in the bien­nial
report of the Minnesota Highway
department. If authorization is given
for the in:rease, only half of the new
men will be added this year, Mr. Bab­cock
states, and the balance next year.
The Leg" slature is asked to give the
matter early considr raton, so that men
may be placed in tra'ning during the
winter and be ready for duty when
heavy traffic starts in the spring.
Mr. Bobcock asks that the police pow­ErS
of the men be broadened, but op­pOi3es
giving them general police pow­ers.
The present law limits them to the
enforcement of the laws "relating to
the use and operat:on of motor and oth­er
vehi~les upon trunk highways." They
cannot at present arrest any passenger
in a car except the driver, nor a pe­destTian
guilty of disordrly conduct
which endangers traffic" or impedes the
enforcement of the traffic laws. They
do not even have the power to arrest
persons who are damaging highway
property . They should have the power
to make arrests for all violations of the
law committed on the highways, includ­ing
the power to make arrests anywhere
in the state for such violation.
U. S. BUREAU OF PUBLIC
ROADS
EXI;enditures in connection with /:<'ed­eral-
aid Ihighwl.ly construction in th¥3
calendar year 1930 exceeded those for
any other calendar year, the Bureau of
Public Roads of the U. S. Department
of Agriculture has announced. During
(he year the Federal Government paid
(0 the states as its share on completed
Federal-aid work $96,355,890, an in­crease
of approximately $19,700,000 or
25 per cent more than in 1929.
At the end of the calenuar year there
were D,088 miles of Federal-aid roads
under construction at a total cost of
$233,397,046 and involving $99,572,832
of Federal aid. Payments on complet­ed
sections of these undertakings are
included in the total. There were also
2,875 miles approved for construction
at an estimated cost of $60,393,635 and
involving $25,530,501 of Federal aid.
AMERICAN AUTOMOBILE
ASSOCIATION
Pointing out that the car owners
FEBRUARY, 1931
are nOW paying their full share of taxes,
as compared with 'the asst.ssments
against the benefits accruing from high­ways
to the public at large, E. N. Smith,
executive vice-president of the A.A.A.,
declares that a Taxation Bill of Rights
for motor vehicle owners is overdue.
Such a bill, he said, must be based on
the limitation of these taxes to a fair
ratio of total road costs in each state,
on their simplification in order to pre­yent
too many different forms of levies.
"At the same time, we must develop
a formula for regi stration fees based
on the actual wastage to the road
caused by vehicles of varying size and
character. Such a formula would stop
(he clamor that this or that vehicle is
not paying its share. As a constant
factor, it would stabilize the gas tax,
which is rising by leaps and bounds
;J nrl which is so h"gh in some instances
today that there is a growing agita­tien
in favor of an appeal to the courts
on the issue of confiscation. The most
unfortJUllate phase of this il;l that it en­dangers
the very existence of a tax
which was admittedly equitable in prin­ciple
and which in 1930 accounted for
$15,000,000 of the nation's road in­come.
Three states have a six cent tax
today; eight states have a five cent
tax; a few more boosts will mean the
end of the strucutre .
MICHIGAN
Governor Wilber M. Drucker, Michi­gan,
in his message to the legislature,
said:
"Considerable discussion has arisen
during the last few years regarding a
ARIZONA HIGHWAYS
diversion of a part of the motor vehicle
funds for local highway use. I am op·
posed to any such scheme which is, in
itself, a diverison of funds, and not a
use of funds for transportation needs.
"It is recognized that certain streets
in cities are a part of the great a rterial
system of highways comprising the
State system, and should be given con­sideration
as such. I would recommend
that a definite plan of State participa­tion
in the cost of constructing, widen­ing
and maintaining trunk line streets
through the cities should be written into
the laws. The municipalities should
share in th:s cost, on a plan graduated
according to their ability to pay in
recognition of the fact that a portion of
the benefit of street improvement is
str"cly local."
St. Louis Road Show
Considered Big Success
Approximately 22,000 registered at­tendance
was the record of the St.
Louis Road Show, the national conven­tion
of the American Road Builders'
lissociation, held last month, according
to the annuncement of Chas. M. Upham,
engineer director for the association.
The meeting is considered the best ed­ucational
convention the association has
ever held and the absence of curiosity
seekers was . notable.
Whi!e there was an absence of the
large units, such as pavers, cranes and
shovels, but what was lacking in this
respect was made up in a diversified
Page Fifteen
display of every kind of equipment
representing the genius and mechanical
skill of the most extensive manufactur­ers
of road building machinery, equip­ment
and materials.
The technical programs of the various
div:sions were in charge of expert engi­neers
and officials regarded as leaders
in their particular lines of industry.
Prominent among these was Thos. H.
MacDonald, chief of the Bureau of Pub­lic
Roads, of Washington, D. C., to­gether
with other prominent officials
of state highway departments, and oth­er
officials of the bureau.
As th" ,'oad show is the co-ordinated
feature of the exposition, leading man­ufacturers
were given conspicuous
places upon the speaking program, ancl
the improvements represented in the
vast array of di splays represented the
purpose of the manufacturers to meet
ex isting condition s, and future demands
in the matter of labor saving equipment.
One of the conspicuous displays in the
arena was that of the U.S" Bureau of
Public Roads, which covered a large
space and illu strated the important
part the government is taking in high­way
development. This exhibit was the
~ ubj ect of intelligent study by highway
engineers and officials from all parts of
the country, and illustrated the co-oper­ation
of the bureau in making effective
the plans and purposes of the organi­zation.
Important and interesting exhibits
were also made by the highway depart­ments
of California, Missouri, Nebras­ka,
New Jersey, South Carolina, South
Dakota and Tennessee, and by some
of the republics of South America.
Page Sixteen
Arizona Roads Association
Favors Emergency Plan
Enthusiastic support oi' t he Arizona
Highway department's pl ".ns for tak­ing
advantage of the federal emergency
highway aid allotted to Ari zona was
\-o i'ed both on the floor a nd in reso­luCon.;
adopted by the Arizona Good
Roads As:oc iation in their ::mnl1al con­vention
held in Phoenix on J anua ry I!)
and ~O . The resolution adopted urged
the il11me :liate conside ration and p::tss­age
of 110m;c Dill No. 45 prov:ding for
a suppl cr.1ental bndp;et ca lling [or :;>6')0,-
000, to be reimbursed later to the state
gene ral f und and a ga~ol i n c tax of 5
cf'nts to extend to January 3 L, J 033.
These were t he suggestions of th~
highway depariment that would ma ke
it possible for Arizona to take fu ll ad­va
ntage of the emergency federa l a id
offe red the state, for the aid of unem­ployment
and which must be spent on
fede ral aid projects before Sept. 1"
19:H.
Other rewl utions adopted by the con­,-
e ntion were; approval of a state safety
code pr oviding for a highway patrol;
approval of a state aid system for par­ticipation
in construction of inter-coun­iy
hig hways, not important enough at
t his t ime to be ta ken into the state high­way
system, on much the same plan as
federal a id is extended to t he sta te
recommending that the state be divide.1
into five di strict s , as nearly equa l as to
popUlation and a ~se ts as possible, no on2
county being represented in more thaYl
one di strict, and that a hi ghway com­missioner
be elected from ea ch district
Other matte rs which the convention did
not haye time to inform itself on before
a djou rnment were delegated to its leg­islat
ive committee.
Explains Operations
I. P. McBride, chariman of the st ate
highway commission, spoke at length
on the topic, "What Your State High­way
Commission Is Doing,' pointing
out that it had been the aim of the Com­mis
iQn t o conscientiously do the max­imum
amount of work with the funds
available ani to dist ribute construction
'fairly. "Nevertheless," Mr. McBrJde
dated, "We r ealize that we have b~en
in for much criticism. There is not a
~ecti on of the state that does not feel
slighted, and maybe they all are."
However, it was evident from the r e­ception
Mr. McBride received by the
celyegates that as a whole the depart-
ARIZONA IllGHWA~Y~S~=========F=E=B=R=U=A=R=y==,=1=9=31
mcnt was to be commended on its ac­complishments
during the past year.
Monte Man sf~eld, .ibighway commis­sioner,
spoke on "Why Hurry the Tour­ists
Through Arizona-We Have Plenty
to Show Them." Mr. Mansfield force­ably
po:nted out that cooperation of
the many communities of the state to­ward
keeping the touri st s in the state
by sending them f rom one scenic at­traction
to another was the only way
the state could realize the full benefit
of t he highway improvements connect­ing
those point s of interest. He also
urged the combining of the several ad­vertising
agencies of the state into
Olle body and instcacl of telling the
wodel to "Come to Tucson" or "Come
to Phoenix" to urge the touri sts to come
to Arizo na and see all of it.
Th3 fo llowing were elected to serve
the association during 1931;
Officers elected were Captain Wright.
president; A. H. Gradner, Tombstone,
fir st v:ce-president; Gustav Becker,
Sprinlgerv:ille, second vice-pr~siden t;
Frank Goodman, Phoenix, third vice­F
( side nt, and Capt. A. C. Taylor, r e­elected
secretary-treasurer.
County directors were named as fol­lows:
Apache, J. B. Patterson; Cochise,
John lWd; Coconino, James Kennedy;
Gila, 1. P. McBride; Graham, F. W.
Moody; Greenlee, Dell M. Potter; Mar­icopa,
Phil Isley; Mohave, Anson Smith;
Navajo, John L. Willis; Pima, Stanley
ritt; Pinal, A. T. Kilkrease; Santa Cruz,
T. R. Michael s ; Yavapai, R. E. Moore;
Yuma, Hamilton Keddie.
Phoenix Chapter of the Amer ican ASEociat ion of En g: nee:-s grouped beneath
one of the spans of the new Tempe bridge. Below : Construction work on the
fe.rms of another arch in the same bridge which will, upon it, co:npletion early this
t ummer, be one of the outstanding concrete br idge structures in the southwest.
FEBRUARY, 1931
purchasing Department
Plays Important Role
By W. C. JOYNER,
Purchasing Agen t
Outside of the vendors that do bus­iness
with the state highway depart­ment,
few people are conversant with
the important work that is carried on
by the purchasing department of the
state highway department. Through
this agency flows every article that
enters into the operation of the depart­ment
or the upkeep and building of
highways by the state. The system
and manner in which these supplies are
purchased compares favorably with that
of any large corporation.
Many of the people of Arizona have
the erroneous impression that the state
pays exorbitant prices for the numerous
c omrr~)dities required in the conduct
and snpervi sion of our fine system of
public roads. As a matter of fact, the
business of selling the department is
h ' ghly competitive, and the prices we
pay are about on a par with those paid
by the largest corporations for similar
supplies throughout this territory. In
only a few cases where repairs are re­quired
for machniery do we pay the full
li st for certain parts. Some bus' ness
(o n:erns have the sole agency for a
few lines of machinery, hence, there
is no competition in the purchase of a
few necessit' es, and we are forced to
pay list prices.
When supplies of an appreciable
quantity are required, it is the custom
to call in representatives of various
firms handl'ng lines of similar goods,
and bids are submitted, the business
then being awarded to the firm giving
the lowest gross price on the order.
Arizona Dealers Favored
In all cases we buy goods from Ari­iona
dealers, there being only a few
things required which it is impossible
to obtain from the business concerns
paying taxes in the state.
When one of the various department
heads requires certain articles for use
of his department, a requisition is is­sued
and signed. by the supervising
officer, setting forth the kind of arti­cle
desired, and the purchasing depart­mEnt
then contacts the vendor s.
The r ange of needed articles is a
wide one, running from blue print pa­per
for the drafting room, to autos, re­pairs
' for same, typewriters, typewriter
llibbon s, pJlinted . f.orms, desks, road
machinery, grocer ies for fie ld parties,
trucks, repairs, etc.
ARIZONA IllGHWAYS
The purchasing department is lo­cated
on the main floor of the highway
building at Seventeenth avenue and
Jackson street, and the office force is
composed of the writer, Walter F. Lee,
a ssistant purchasing agent, and Miss
Edith Hanley, stenographer.
Shop Improvements A re
Giving Greater Efficiency
By D. REID, Shop Foreman
Two improvements made in the Phoe­nix
Shop and Yard have proven their
worth in the operations of this depart­ment.
One, the use of compressed air in
place of steam and the other, testing
blocks for overhauled motors.
T.he locomotive crane which is used
for t:he loading and unloading of heavy
equipment has, until a year ago, used
steam for its power. By running an air
line along the side of the track the crane
now is using compressed air which is
furnished from the large air compressor
in the shop. When the crane was using
steam it took approximately two hours
in which to get up pressure necessary.
By using air, a fireman, water and fuel
are not necessary. and the time re­quired
to get ready for operation is two
minutes instead of two hours.
In the past when a motor was over­hauled,
it was put back in the truck out
of which it came. It was run a few
hours then the car was turned out as
ready for the road. This practice was
the cause of many motor failures. The
shop is now equipped with breaking-in
blocks. When a motor is overhauled it
is placed in one of these breaking-in
blocks and run under its own .power for
sixteen hours at different speeds; if
there is anything wrong with the motor
the trouble will develop in i·hat length of
time. The use of the breaking-in blocks,
which were made in the Phoenix shop,
have saved untold trouble.
S P ARE PART S
By A. H. Lind, Warehouse Supt.
Savings in time and labor have been
accomplished by the installation of a
visible card index system and the rear­rangement
of the warehouse office.
These improvements have cut down de­tail
to a marked degree, thereby effect­ing
a great;! saving in time and increas­ing
effic:ency.
It is no small task to be the central
('istribution point for the entire state
Hghway deparmEnt. The Phoenix ware­house
is t he ·central distributing agent:
for the warehouses at Ash Fork, Hol-
Page Seventeen
brook and Tucson as well as the Phoe­nix
shops and the various projects
about the state.
Stocks of parts are carried in thi~
warehouse for F. W. D., Liberty, Ford,
Chevrolet cars and trucks, and for sev­eral
makes of tractors, also a general
stock of automotive supplies, tires and
accessories is carried.
Grader blades and asphalt are pur­chased
by the carload for di stribution
to the various projects. Grader parts,
al so bolts, nuts, rivet s, etc., are also
carried in stock together with a large
supply of road builders' tools and equip­ment.
In fact, it is necessary to main­tain
a stock of many different types of
su pplies. parts and accesso ries to fill all
<'emands made upon this warehouse.
The approximate value of all stock
on hand will average close to $100,000,
and the yearly amount of receipts and
(l isbursements of all clasl"es of supplies
wll average $200,000.
An important a chievement of the
ware house at this time is in furni shing
parts and supplies promptly, thereby
a voiding any delay in ,repairing road
building and maintena nce equipment.
Personals
H. D. Alexander, resident enginee r
0 1' Project 6')4 out of Cameron was a
department vi sitor the fir st of the
month on official bu s in e~s.
n. E . Allison, locating engineer, and
party have moved from 676 on the
G ~obe-Sprin ge rvill e h'ighway to Pro­ject
8013- Benson-Douglas, and are lo­cated
at Bisbee.
F. J. Beeghly, resident engineer, is
now on Project 6609, Ash Fork-Selig­man.
H. D. Cooke, foreman equipment di­vision,
has changed from Wellton to
Gila Rend where he is paintnig the high­way
department buildings.
Jess B. Hedgpeth, foreman, has been
shifted from Project 8906 to 6607 on the
Ashfork-Prescott highway.
F. B. Jacobs, resident engineer, has
moved from 6606 at . Holbrook to Pro­ject
6601 out of Williams.
H. B. Wright, resident engineer, re­cently
moved from Winslow to Project
634, Safford to the State Line and is
located at Duncan.
Costs Less
Lasts Longer
· · · this Better Type of Pavement
THE laying cost of asphaltic­concrete
pavements IS some­what
less than other types.
Their greatest economy, however,
lies in the fact that they last longer.
Many asphaltic concrete pave­ments
are still giving satisfactory
service fifteen years after the origi­nal
jobs were laid.
These two facts are important to
taxpayers. But there are other rea­sons
also why engineers are recom­mending
asphaltic concrete for the
country's finest pavements.
1. Asphaltic concrete pavements
don't sag or crack due to under­mining
by water because the
"sealing" properties of the asphalt
prevent moisture from reaching
the suograde.
2. They automatically absorb
expansion and contraction so don't
buckle up . .
3. They effectively resist the
wear of heavy traffic.
4. They can be opened to traffic
soon after laying.
5. They are easily replaced after
being cut into for water mains, gas
mains, etc.
6. They are noiseless, dustless,
and easily cleaned.
7. They are easily and quickly
resurfaced.
In Southern California alone
over 40,000,000 square feet of As­phaltic
Concrete Pavement were
laid in 1929-testimony to the in­creasing
popularity of this better
type of pavement.
Communicate with the nearest
UNION OIL Company distributing
station for prices and further 10-
formation.
UNION
((D. "G raUJ e
Asphalt
.::;....-~. ...E ::'::
UNION OIL COMPANY
~UARY, 1931 ARIZONA HIGHWAYS Page Nineteen
Force Account Would Put Engineers to Work -"\
By L. C. BOLLES
far from correct in their estimates of
cost.
So I say, let the engineers bec@me
builders, as they undoubtedly were in
the beginning. Let the boy from col­lege
don overalls and learn what con­struction
really means. After he has
learned to actually handle and ,I:on­trol
machinery and men he will be fit to
put in charge of projects.
The chief efecutive of Arizona has
re(ommended that some, at least, of our
new highways be built by state forces­that
the state hire the men and buy the
materials and take care of everything.
It is a proposal that has a great deal
of merit, from several a ngles.
I am presuming the reasonable as­sumption,
that the opionion of one of
the rank and file of engineers who build
the roads, offered as is, without camo­fiage,
will contain some interest for
the reader .
The primary reason offered for state­force
work is that unemployed men can
be put to work without much delay, and
preference given to men out of work and
likely to become wards of the govern­ment.
I am in sympathy with this
reason, since unemployment is unneces­sary
and intolerable in as enlightened
an age as this. I hark back to my con­tention
that the main object of our com­monwealth
is to provide a fair chance
for the pursuit of happiness too every
citizen. No one can pursue happiness
obviously, while unemployed and des­titute.
I am not aware of whether it is to
be considered an innovation and a de­parture
from custom and precedent for
the government to busy itself with pro­v
·ding employment for those unable to
0' hin the wherewithal to live. It is im­material.
Weare in an age of social
equalization and in the midst of ,a grow­ing
comprehension that the welfare of
each of us depends on the welfare of the
nat on and race as a whole, that society
is not stronger than its weakest mem­ber,
that each member of society must
have a chance for happiness in order
for society to have its collective chance.
There can be nothing sacred about pre­cedent.
The history of human activity
is a history of blunders, with only a
small proportion of sanity here and
there. But we progress.
Chance For Engineers
The point of g reatest interest to me in
a proposal to have engineers actually
build the highways is 'the chance for the
profession of civil engineering to
strengthen its standing in society and
in the economic world. In my estima­tion
engineers should have charge of
the actual construction rather than r e­main
mere supervisors and inspectors.
Civil engineering is a grossly under­paid
profession, compared to the other
learned professions, largely because of
this condition that engineers r emain
la rgely inactive. The rewards obtain­able
from the business of building go
largely to those who actually do the
work, to contr actors and to successful
superintendents. Civil engineers draw
the plans and make the measurements
and inspect the materials, but neverthe ­less
have fallen into a rut where they
are supposed to be supe rior to actual
labor. And this is too bad, as I see it.
For one thing, you can not fool the
public a ll the time, and so the rewards
go to those who do the actual building.
And I would not say that this is not
rig ht. A man may be a designer, but
if he had spent some years in building
he could design better. A man may be
able to locate roads, but if he had spent
years in actually building them, count­ing
the actual cost of everything, he
could locate roads that would be cheap-
And there is another side to the pic­ture.
The record is that work done by
the state's hiring labor and buying ma­terials
always costs more. This has
been so because there is not the incen­tive
of increased reward for harder
work. But (;his is something that can
be arranged. You have to give the men
in charge power to enforce honest la­bor
by discharging those who wi ll not
cooperate. You have to promise men
continued work, and rewards in pro­portion
to effic;ency. You have to buy
machinery and equipment that may be
ufed over and over, to realize on the
mony spent thus. You have to give
some of your men a chance to learn
and become more efficient. You have to
build up an organization and maintain
its morale. Finally, you have to pay
your builders, who show themselves able
to handle the direction, more money
than most eng;neers now get. Gut the
state would save money by doing all of
these things.
It f eeP."S to me that the sooner we put
our engineers to work in the handling
of our construction forcs instead of in­spzcting
the work of private engineer~
and foremen, the better it will be for
tl'e state and for the engineers.
FERTILIZER
"Do you give a guarantee with this
I-a' r restorer ?"
er to build. If engineers were actual "Guarantee, s:1'? Why, · we give a
builders always, they would not be so comb."
Fifty Years of Progress A Book of Facts
(Continued from page J 0)
county highways, lifting the community out of
the dust and mud. With the development of the
main east and west and north and south state high­ways,
which center in Phoenix, t housands of vis­itors
and investors are brought to it each year.
Its growth and development have been phenominal
but only the surface of its possibilities have been
scratched. T he future is brighter than its brilliant
past.
T HE "Arizona Year Book" for 1930-1931, which
has been in the course of compilation for the
past year has made its appearance. Its publishers
are to be commended upon having a splendid piece
of work. Its 500 pages are crowded with data and
statistics concerning everything worthwhile know­ing
in, and about Arizona. We have hopes of some
day wanting some data that will not be in it, but
thus far it has met every test. The Arizona Year
Book should enjoy the same reputation in this state
that the World's Almanac does at large and every
person who enjoys facts in place of guesses should
have one on his desk.
Page Twenty ARIZONA HIGHWAYS FEBRUARY, 1931
Projects Under Construction In Arizona
District No.1, Geo. B. Shaffer,
District Engineer
Schmidt & Hitchcock have the oil
si.Hfacing of F.A. 55 Reo. (beginning at
Wellton and extending east 42lh miles,
79'7< complete, George Lang, Resident
Engl'.
Lee Moore Contracting Co. has the
construction of a concrete dip four miles
north of Gila Bend 8% complete, F.A.P.
53-1 Reo., A. W. Newhall, Res. Engl'.
M. H. Slcoum has the grading, drain­ing
and gravel surfacing of 7.4 miles
F.A. 80 D., (beginning at Seligman and
extending west) 75% complete, Floyd
J. Beeghly Res. Engl'.
Canion, Francis & Royden have the
grading, draining and gravel surfacing
of 5.6 miles of the Phoenix-Yuma
Highway (beginning at Ligurta and ex­tending
east) 570' complete, James A.
Parker, Res. Engl'.
Skeels and Graham have the grading,
(:raining and oil processing and con­struction
of fifteen miles of road in­cluding
-,two concrete bridges (begin­ning
at Gila Bend and extending west),
F.A. 56 Reo. , 510' complete, A. W. New­hall,
Res. Engl'.
Gribble & Burke have started con­struction
on oiling approximately 17
miles of the Topock-Oatman Highway,
H. O. Norville, Res. Engl'.
The Western Gunite Co. has been
awarded a contract for the oil surfac­ing
of eight miles, F.A. 26-D Reo. (be­ginning
at Ligurta overpass anrl ex­tending
east) James A. Parker, Res.
Engr.
Y glesi:1s Brothers have started con­struction
on placing sub grade stabilizer
on 9.3 miles of Ashfork-Seligman High­way
(leginning at Pinevita and extend­ing
west) Floyd J. Be2ghly, Res. Engl'.
H. L. Royden has started construction
of two bridges and widening fill and
placing subgrade stabilizer, F.A. 55 Reo.
(beginning lh mile north of Stovall)
Jas. H. Parker, Res. Engl'.
Distri : t No.2, F. N. Grant, Dist. Engl'.
Tenny & Black have completed the
grading, draining and gravel surfacing
of 3%, miles of the Winslow-Holbrook
Highway, F. A. 40-C Reo., H. B.
Wright, Res. Engl'.
Ben Pearce Construction Co. has the
gravel surfacing of 22lh miles of U. S.
66 (beginning at Sanders and extend­ing
to the New Mexico state line) 22%
complete, H. Pinney, Res. Engl'.
Tenny & Black have completed the
surfacing of F. A. 73, Springerville-
New Mexico state line, L. C. Bolles,
Res. Engl'.
Veater and Davis have the construc­tion
of 49 miles from Cameron to the
Ridge Trading Post on U. S. 89 (F.A.
95-B) 30 complete, H. D. Alexander,
Res. Engr.
i il'ict Nc. 3, P. C. Perkins, D:s. Engr :
Lynch-Canon Engineering Co. has the
construction of the Tempe Bridge 657(
complete, A. F. Rath, Res. Engl'.
Martin Bros. have started construc­tion
on the oil processing of 30lh
miles of the Globe-Safford highway (be­ginning
at Coolidge Dam and extend­ing
ast), . A. 87-B, M. Kisselburg, Res.
Engr.
Lee Moore Contracting Co. has been
awan!ed a contract for the grade, drain
and sub-grade surfacing of five miles of
U. S. 180 (beginning at Cernimo and
extending west, F. A. 15-D., L. C. Bol­les,
Res. Engr.
Lee Moore Contracting Co. has start­ed
construction on F. A. Project 88-C,
(beginning at Duncan and extending
to the state line), H. B. Wright, Res.
Engl'.
Robert E. McKee has been awarded a
contract for the grading and draining
of 13.7 miles of U. S. 180, F. A. 87-E.
(beginning at Geronimo and extending
cast) L. C. Bolles, Res. Engl'.
J)istrict Nc. 4, T. S. O'Connell, District
Engineer.
Skeels & Graham have the grading,
draining and surfa::ing of 8.7 miles of
the Tucson-Nogales Higihway, U. S.
Route 89, (beginning at the end of the
pavement 3 miles north of Tucson, and
exten ~ ing north) F.A. 86-E, 8070 com­plete,
J. R. Horn, Res. Engl'.
Stanley J ai~ks Co. has the construc­Lon
of 8.3 miles of U. S. 84 (beginning
at Rillito and extending west) F. A.
94-E, 32% cmplete, Sid Smythe, Res.
Engl'.
Hogger and Farmer have the con­struction
of a R. R. Overpass and Ap­proaches
(between Rillito and Tucson)
F. A. 94-G., 34% complete, J. R. Van
Horn, Res. Engr.
Stanley J aicks Co. has the construc­tion
of 8.3 miles of U. S. 84 (beginning
at Rillito and extending west) F. A.
94-E, 32% complete, J. R. Van Horn
Res. Engl'.
N. G. Hill Co. has the construction
of a bridge and approaches, an over­pass
and grade, drain 'md surface, four
miles west of Benson, F. A. 18, Sec. D.
& E., 5'7<' complete, W. J. Tavenor, Res.
Engl'.
The Imperial Trucking Corp. has been
awarded a contract for the oil surfac­ing
of 15 V2 miles F. A. 94-F. (begin­ning
1 mile north of Rillito and ex­tending
to the pavement three miles
north of Tucson.)
William Peper has been awarded a
contract for the surfacing of approx­imately
ten miles of the Tucson-Nogales
highway (beginning 22lh miles south
of Tucson and extending to the Santa
Cruz county line, also the construction
of several concrete bridges.
INCREASING MOTOR LOADS
Washington, D. C. - Alarm is ex­fJre
ssed by State Highway officials
throughout the country over what they
fear may prove a premature movement
to lEgally increase motor loads and also
to extend the legal width of motor
buses before highway engineers are
able to detrrmline scientifically what
thE effects would be on present con­struction.
Recent tests of motor vehicles, par­ticularly
of motor trucks and motor
buses, as moving 10:lds, indicate that
wide differentials exist in the impact
reactions produced on roads, depending
upon the tire equipment speed and oth­er
variables.
The data at the present time is so in­complete
that the State Highway offi­cials
at their recent sessions at Pitts­burgh
unanimously passed a resolution
opposing any changes in bus width and
truck load weight now permittEd by the
laws of the States.
It is expected that the investigations
now going forward will be completed
within a few months and at that time
a definite recommendation will be made
for any changes. In the meantime,
State Highway officials are hoping that
no state will let down the bars to wider
buses and heavier motor truck loads
until their investigations have been
completed.
New Federal-aid road projects in­itiated
by the various state highway
departments during the calendar year
1930 Exceeded all previous years and in­volved
Federal aid to the extent of
$125,780,000 as compared with $74,616,-
000 in 1929, according to the Bureau of
Publ'c Roads of the U. S. Department of
Agriculture.
~UARY, 1931
~ . :. , " . .
BETTER
QUICKER
CHEAPER
ARIZONA IDGHWAYS Page Twenty-one
,
I
BETTER ARIZONA ROADS
built with "Caterpillar" Tractors
"Caterpillar" Road Machinery
ARIZONA TRACTOR
& EQUIPMENT CO.
240 W. JEFFERSON
r-r%­PHOENIX,
ARIZ.
Page Twenty-two
Nogales Is Largest Port
of Entery on Border
(Continued from page 13)
Mexico, and ogales is the hub for all
transportation lines, operating over
this vastly rich country. The Southern
Pacific de Mexico railroad runs from
Nogales south to Guaymas and then
south to Guadalajara where it connects
with the national lines direct to Mexico
City, serving as rich a country as any
road on the North American continent.
Governor Elias is building up a net­work
of roads in his state that will com­pare
favorably with those of the states
ancl right now has over 200 men with
modErn American machinery working on
the road from Nogales to Guaymas.
This road has become part of the now
famous International Pacific highway
which starts in Alaska, coming down
the Pacific coast, across through Yuma,
then by way of Phoenix and Tucson
and enters Mexico through Nogales.
This route will eventually be opened
the entire distance to South America.
Already this road is attracting great
;1Umbers of tourists who are making the
trip to Guaymas and often as far south
ARIZONA HIGHWAYS
as Mazatlan. An automobile trip to the
west coast is equally as interesting as a
trip abroad. The tourists have an op­portunity
to see quaint Latin-Amer­ica
at its best on the west coast of Mex­ICO.
According to "Our World Trade"
published by the United States chamber
of commerce, Mexico ranks eleventh
among our best customers, with ex­ports
valued at nearly $120,000,000,
and ranks twelfth as our chief source
of supply. Supplies valued at almost
the . same as imports. Both transactions
show 3 per cent increase over previous
years.
The great west coast of Mexico offers
to Arizona a wonderful opportunity for
immediate trade expansion. The Mex­ican
people are friendly to Americans
and with reciprocal trade rlations, Ari­zona
should obtain a great proportion
of these importations into Mexico.
Location of New Globe­Springerville
Highway
(Continued from page- 5)
ing, however, is done in more or less
FEBRUARY, 1931
the right direction instead of on de­veloped
distance. About a mile of the
road, above the junctoin of the canyons,
is upon a narrow talus slope between
cliffs, the lower of which is . perpendic­ular
for 500 feet. When the road is
built it will use all of this talus slope
and will appear to have been cut from
the cliffs. It is fortunate that t he talus
slope was at that elevation. It was
just reached by the nse of maximum
grade. The Flying V wash comes
into the Salt River down a canyon
40 or 50 feet wide, with perpendicular
side walls rising for about 500 feet.
Directions of Route Seen
After clearing the extremely broken
country about six miles from the Salt
River crossing, the highway follows a
s:de hill on the level or slightly down­ward
:flor two miles until it comes
into the Flying V. wash. There the
Flying V. is the usual narrow v~ ll ey
found in the mountains, up which the
road w;ll proceed for a distance of
about ten miles without unusual diffi­cu
lty of construction, to a gap just
north or west of Ragged Top moun­tain.
The elevation of this gap is about
5900 feet. From Ragged Top mountain
Stop! Look! Listen! PHOENIX BLUE PRINT CO.
PHOENIX, ARIZONA
Tycos
Thermometers
Hamilton
Drawing Boards
Drafting Room
Equipment
Photostat Printing
Drawing Material
Blue Printers
Surveying Instruments
EXPLOSIVES Measuring Tapes
Standard Dynamite, Gel a tin
Dynamite, Quarry Powder, R. R.
Grading Powder, Stumping Pow­der,
Co a 1 Powder, Timberite
Blasting Caps, Fuse, Electri~
Detonators.
Write for quotations on Car Lots
or Ton Lots f.o.h your railroad
station.
Apache Powder Company
Sales Department,
Drawer 218. Benson. Arizona
WRICO LETTERING GUIDES
CITY, COUNTY AND STATE MAPS
U. S. G. S. TOPOGRAPHIC MAPS
HOME BUILDERS' BLDG.
128 N. First Ave. Phone 4-2407·
ENGINEERS AND CONTRACTORS
Will Find Value in
the Pages of
ARIZONA HIGHWAYS
Price lOc per copy-$l.OO per year
On sale at Newstands
Advertising rates sent on
application
FEBRUARY, 1931
the unusual directness of the route may
be viewed. Looking back, one looks
down the Flying V. to Timber Camp
gap and beyond sees the Pinals, show­ing
the location of Globe. All are upon
one straight line. This line produced
ahead goes across a mesa-appearing
country up Corduroy creek and direct­ly
to t he lowest point in the rim. The
line comes down from Ragged Top and
after about seven miles of comparative­ly
easy going comes directly to a cross­ing
of Carrizo creep, about half a mile
below the point where Corduroy creek
joins it. From there it proceeds up
Corduroy creek (called ,F orestdale
creek 011 the map). The going is not
so easy for five or six miles, then an­other
six or seven miles on a bench
above the canyon of Corduroy creek,
brings it to Forestdale.
Forestdale is a wide, flat meadow
fonned by the junction of a number of
creeks. At one time it was farmed by
a Mormon colony, but they were ejected
from the reservation many years ago.
The route for the new highway follows
closely for many miles the traces of
their old road to St. Johns.
From Forestdale the highway will go
up the most westerly draw for about
six miles until it reaches the rim, from
ARIZONA HIGHWAYS
there it turns in an easterly direction
to pass through or along one side of the
town of Showlow, on its way to Spring­erville.
Some Surveys Completed
We call it 90 miles from Globe to
Showlow. At the time of writing the
route is continuously surveyed to the
point six miles north east of the Salt
River, or about 47 miles from Globe.
Another portion of the route from Rag­ged
Top Gap to Carrizo Creek has been
surveyed but this section will not be
connected with the line from Globe or
into Showlow for some time. Distances
north of the Salt River are not exactly
known.
The highway from the point six miles
northeast of Salt River crossing to
Showlow will be surveyed and construct­ed
upon the same high standards of
alignment that were attained for the
first 33 miles out of Globe. In general
cu rves will be of a radius of 950 feet
or more, but undoubtedly there will
be occasional places where the topog­raphy
will force the use of curves of a
radius as little as 480 feet.
From Showlow the distance to Spring­erville
as scaled from the map will be
42 miles. The country between is easy
to get t hroug h. There will be few curves
Page Twenty-three
and all of them will be of long radius.
The road after leaving Showlow will
cross Showlow Creek, probably at the
mouth of a shallow canyon southeast
of the town, and from there will pro­ceed
directly to a point about two or
three miles south of Ortega peak and
lake. This portion of the road will be
on the south edge of a mesa overlook­ing
the low ground in which Long and
Ortega lakes lay to the north.
From opposite Ortega lake it pro­ceeds
in practically a straight line
across a valley and through a gap and
down a valley to a crossing of Mineral
creek a mile or two north of Vernon.
Then it climbs through a gap north of
Yarberry hill and from here swings by
easy turns, avoiding cinder cones, in a
more southerly direction to a junction
with U. S. No. 70 about five miles from
Springerville.
An elevation of nearly 7,000 feet may
be touched in the summit north of Yar­berry
hill.
Yarberry hill is worthy of note. It is
an unusually high cinder cone. On its
top is a perfect crater probably GOO
feet across and nearly 100 feet deep.
From the top of the hill the whole route
and a great deal of that part of Arizona
may be viewed.
W ARREN
PRODUCTS
W ARRENITE-BITULITHIC PAVEMENT
PENOLITHIC P A VEMENr
ASBESTOPHALT PAVEMENT
There IS a Warren Pavement Product for every traffic need:
CITY STREETS
HIGHWAYS
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AIRPORTS
BuJt wit~ the knowledge gained by Warren Brothers Company during 30 years of specializ­ing
in stre . t and highway construction.
There are scores of good Warren Pavements which have been in service for 20 years and more
-a record which cannot be approached in volume by any other pavement type. Illustrated pamph­:
ets wi I be sent u:.on request.
Paving Development & Sales Co.
Phon.e 38413 525 Lukl'll Bld~.
PHOENIX ARIZONA
Twenty-four ARIZONA HIGHWAYS FEBRUARY, 1931..
Road Conditions, Arizona State Highway System
surfaced. Condition good excepting
1800 ft. detour around overpass
construction near Picacho.
U. S. ROUTE 80, YUMA TO RODEO-
518 Miles. All paved, oil surfaced
or graveled. Condition good ex­cepting
8 miles being oil surfaced
west of Wellton; Oil Surfacing
Wellton to Sentinel; 15 miles oil
surfacing between Gila Bend and
Sentinel, 2 detours 500 ft. each;
detour 1.5 miles through F lorence,
paving city streets and a good
detour .25 rrile 10n6' just west of
Benson.
U. S. ROUTE 66, TOPOCK TO LUP­TON-
396 miles. Gravel survace,
oiled or paved. Condition good ex­cepting
17 miles oil surfacing west
of Oatman and Williams to Flag­staff
'Is only fair.
U. S. ROUTE 180, FLORENNCE JCT.
TO STATE LINE - 183 miles.
Gra\'el, oil or paved surface. Con­diti
on good.
STATE ROUTE 88, APACHE J CT. TO
GLOBE-83 miles. Gravel sur­face.
Condition good.
3TATE ROUTE 73, CU l'TER TO MC­NARY-
I04 miles. Gravel sur­face
Cutter to Rice and White
River to McNary, other unim­proved.
Condition fair when open.
Should enquire Globe Chamber of
Commerce before making trip at
this time of year as road is often
closed because of snow.
STATE ROUTE 71, CLIFTON JCT.
TO SPtRINGERVJLLE-
157 miles. Gravel and partly sur­faced.
Condition good Clifton J ct.
to 40 miles north of Clifton;
closed for winter from that point
to Alpine; Alpine to Springerville
fair, partly under constTUction.
U. S. ROUTE 89, NOGALES TO FRE­DONIA-
660 miles. Gravel, oil
or paved surface to Flagstaff;
graded and drained to Cameron;
unimproved Cameron to Jacob's
I. P. Loose Leaf
Products, Blanks,
Books, Office
Furniture
HEINZE,
Lake; gravel Jacob's Lake to Fre­donia.
Oondition good excepting
8.3 miles under construction be­tween
Nogales and Tucson, detour
good, Ash Fork to Flagstaff fair
and Cameron to Jacob 's Lake poor.
U. S. ROUTE 70, HOLBROOK TO
STATE LINE-109 miles. Gravel
surfaced. Condition good to ex­cellent.
STATE ROUTE 79, PRESCOTT TO
FLAGSTAFF-91 m'iles. Gravel
or oil surfaced to Sedonia, graded
and drained Sedonia to Flagstaff.
ConJ.ition good excepting for
construction in Oak Creek canyon.
Sedonia to Flagstaff slow in wet
weather.
STATE ROUTE 74, WICKENBURG
TO EHRENBERG-74 miles. Sur·
face, low type improved. Condi­tion
fair.
STATE ROUTE 81, DOUGLAS TO
SAFFORD-128 miles. Gravel sur­faced.
Condition good.
STATE ROUTE 187, SACATON DAM
TO CASA GRANDE-13 miles.
New Quarters F acili ta te
Handling of Motor Public
(Continued from page 3)
dispatch all needs of the P'\lblic in re­spect
to their business with the division.
S earching Titles T akes Time
This Division in addition to its duties
in respect to collection of taxes, is dele­gatE'd
with the responsibility of record­ing
of ownership of motor vehicles. This,
in a state that is attractive to the tour­ist,
is some responsibility in that
many visitors are within, our state dur­ing
the registration period at: the end
of the calendar year who desire to take
registTation in this stat e. Due to lack
of national uniformity in respect to reg­istration
of vehicles, a vi,sitor from a
non-.certificate of title state ofttimes en­counters
delay in respect to Arizona reg­istry.
Proof positive must be had by the di­vision
that the applicant for title is
properly entitled thereto. The law as
administered in Arizona is patterned
after the recommendation of the Hoov­er
conference, ] 924. Some twenty states
have adopted this act but those states
that have not Certificate of Title Act,
Gravel surfaced. Condition good. cause much embarrassment to their res­ident
visitors when they attempt to se-
STATE ROUTE 83, VAIL TO SO­NOlI'
A-28 miles. Gravel sur­faced.
Good.
STATE ROUTE 82, NOGALES TO
TOMBSTONE JCT. 70 miles. Grav­el
surfaced. Good.
STATE ROUTE 84, TUCSON TO GILA
BEND-124 miles. Gravel sur­faced.
Condition good excepting
detour for overpass construction
4 miles west of Tucson and de­tour
using good county roads
when dry between Rillito and Red
Rock around 9.5 miles under con­struction.
ST ATE ROAD, MESA TO PICACHO-
60 miles. Paved, oiled or gravel
cure Arizona registry.
January 30th, under the Statute is the
last day that vehicles may operate in
this state without being subj ect to seiz­ure
for non-registTation. The division,
with this obligation upon the car own-er,
worked its force until all properly ex­ecuted
applications for title made on and
prior to January 30th and in its office
had been developed and the applicant
protected from penalty.
A comparison of cost of operation of
the various divisions of the State High­way
Department during the past year
develops the fact that the Motor Vehicle
DiviSIon's operating expense amounted
to but 2.1 % of the total expense of op­eration
of the Highway Department:.
BOWEN AND HARRINGTON, Inc.
EVERYTHING FOR THE OFFICE
228 W. Washingt.on St., Phoenix, Arizona
Phones 3-8128 - 4-1376
Filing Equipment
and Supplies
'Office
Furniture
The America.n Steel Scraper Co.
FRESNOS
Both Light and Heavy Pattern
DRAG SCRAPERS
WHEEL BARROWS
NONE BETTER
and the prices are right
The
O. S. Stapley Company
Wholesale DistributCH"S
Phoenix Arizona
HEA VY DUTY PERFORMANCE!
D o you ever find yo:: rse~ f up agains t a fine grading job? Koeh­ring
Independent Crowd and Hoist enabled the SOlon the job
shown above easily and quickly to shave the subgrade with an
accurate four-inch slice •. . All other kinds of t ough jobs are Koehring
jobe. too. Deep excavations requiring a high lift with dipper beyon'\
and above the end of boom, rock handling and quarry work, and regu­lar
highway grading-on all kinds of shovel work you meet the con­clusive
fact that the Koehring is, outstandingly, the Heayy Duty
~hovel !-built for heavy duty operation and long, dep enda!>le service­life.
Pratt-Gilbert Hardware Co.
7th & Grant Streets
Phoenix, Arizona
Tel. 35145
A STRETCH OF THE CONCRETE-PAVED SALINAS-MON­TEREY
ROAD IN MONTEREY COUNTY, CALIFORNIA.
BUILT 1929. BY RAISCH IMPROVEMENT COMPANY,
UNDER DIRECTION H. F. COZZENS, COUNTY SURVEYOR
Concrete Withstands
Incessant Traffic
CT"HE new cOunty highway between Salinas and
1. Monterey is the product of painstaking crafts­manship
and experienced engineering supervi­sion.
Its excellence is perpetuated in concrete
pavement to withstand the pressure of incessant
traffic.
It is this ability to take unflinchingly what, per­haps,
no other paving material ;:.:ould successfully
endure, that endorses portland cement concrete
for use in highway construction. Enduringly
smooth, rigid, and impervious to the beating sun,
concrete highways serve indefinitely with but
little maintenance.
PORTLAND CEMENT ASSOCIATION
Union Bank Building
LOS ANGELES, CALIFORNIA
A Natiotlal Organization to im/Jrove and extmd the uses 0/ concrete
offices in principal cities
PORTLAND CEMENT
CONCRETE
FOR PERMANENCE
Page Twenty-six
NOTICE TO CONTRACTORS
All bids to be opened February 16th,
1931.
Benson-Douglas Highway, F. A. P.
79-E.
Safford-State Line Highway, F.A.P.
88-A, 1st REO.
Safford-State Line Highway, F.A.P.
88-B, 1st REO.
Sealed bids for the work on the above
named Projects will be received until
2:00 P.M. on the above date, and then
publicly opened and read at the office of
the Arizona State Highway Commis­sion,
Phoenix, Arizona. No bids will be
received after the time speci!ied.
A'll bids must be marked upon the
outside of the envelope "State Highway
Contract, Benson-Douglas Highway, F.
A. P. 79-E; Safford-State Line High­way,
F.A.P. 88-A, 1st Reo; or Safford­State
Line Highway, F.A.P. 88-B, 1st
Reo", as the case may be, and MUST
CLEARLY SHOW THE NAME OF
THE BIDDER ON THE OUTSIDE
OF THE ENVELOPE.
The work on 79-E, which begins ap­proximately
one (1) mile east of St.
David and extends southeasterly ap­proximately
seven and six-tenths (7.6)
miles towards Tombstone, consists of
the Grading and Draining of approx­imately
seven and six-tenths (7.6) miles
of roadway and the Placing of Subgrade
Stabilizer on about one (1) mile of
roadway, and is to be completed on 01'
before July 31st, 1931.
The work on 88-A, 1st Reo, which
begins about two (2) miles east of Sol­omonville
and extends easterly approx­imately
eight (8) miles towards Dun­can,
consists of the Placing of Sub­grade
Stabilizer and Mineral Aggre­gate
and the Oil Proceessing of about
cight (8) miles of r oadway, and is to
Le completed on or before May 15, 1931.
The work on 88-B, 1st Reo, which be­g;
ns at the Graham-Greenlee Countyr"": •
ARIZONA HIGHWAYS
Line and extends easterly approxi­mately
eleven and six-tenths (11.6)
miles to Duncan, consists of the Placing
of Mineral Aggregate and the Oil Pro­cessing
of about eleven and six-tenths
(11 .6) miles of roadway, and is to be
completed before May 15, 1931.
N.B.-The attention of the Contractor is
called to Extra Special Provisions, dat­ed
2-2-31.
APPROXIMATE QUANTITIES
BENSON-DOUGLAS HIGHWAY,
F.A.P. 79-E:
UNIT "A"-ROADWAY
55,400 C. Y. Excav. Roadway.
15,560 C. Y. Excav. Drainage.
1,300 C. Y. Excav. Structure.
58,200 C. Y.Borrow.
4,500 Sta. Yd. Earthwork Overhaul.
1,450 C. Y. Subgrade Stabilizer.
800 C.Y.Mi. Subgrade Stabilizer Haul.
34,000 Lb. Reinforcing Steel.
3,GOO Lin. Ft. Rail Bank Protection.
667 C.Y. Concrete.
2,700 Lin. Ft. Cable Guard Fence.
750 Lin. Ft. 24-in. C.M.P.
175 Lin. Ft. 30-in. C.M.P.
450 Lin. Ft. 36-i n. C.M.P.
20 Lin. Ft. Reset 18-in C.M.P.
20 Lin. Ft. Reset 24-in. C.M.P.
20 Lin. Ft. Reset 30-in. C.M.P.
40 Lin. Ft. Reset 36-in. C.M.P.
27,700 Lin. Ft. New Stock Fence.
[4,100 Lin. Ft. Reset Old Stock
Fence.
STRUCTURES OVER 20 FT. CLEAH
SPAN
3,800 C. Y. Struct. Excav.
2,896 C.Y. Concrete
2,370 Lin. Ft. Reinforc. Conc. Piling
252,000 Lb. Reinf. Steel.
2LJ Roller Bridge Seats.
SAFFORD-STATE LINE HIGH­WAYS:-
F.A.P. 88-A, 1st Reo.
9,000 C. Y. Subgrade Stabilizer
26,000 C.Y.Mi. Subgrade Stab. Haul
11,500 C. Y. Mineral Aggregate
FEBRUARY, 1931
31,500 C.Y.Mi. Min. Aggregate Haul
185,000 Gal. Oil
7.8 Mi. Mixing, Laying and Finish
1,400 C.Y. ShOUlder Material
3,400 C.Y. Mi. Shoulder Mat. Haul.
F.A.P. 88-B, 1st Reo
137,000 Sq. Yd. Preparation Subgrade
17,100 C.Y. Mineral Aggregate
42,500 C.Y.Mi. Min. Aggregate Haul
298,100 Gal. Oil
11.6 Mi. Mixing, Laying and Finish
23.2 Mi. Reshaping Shoulders.
1,000 C.Y. Overhaul Stock Piled
Material.
No contractor shall be eligible to sub­mit
a bid until his attested statements
made on forms supplied by the Arizon~
Highway Department, of financial re­sources
and construction experience and
equipment has been approved. Bids will
be made only upon the bidding form
contained in the Pamphlet and supplied
by the Department, and which form
will be supplied only to contractors
whose statements show sufficient fin­ancial
resources and construction ex per-
-also hq manq counties
and cities within
these states
SeasIde Oi8 Compaq
InCORPORATED 1898
A.,."...,. ..
.....n .i..t. .0"'. ,',h-P. rp....'.r..o.,'..,".."- alo Or ..... .
Petrol ..... Pro ... ", •
a."n.r.- Hark.'.r •• .. .......... ,. "....,,"'.
-,,... ... u.-n.
FEBRUARY, 1931
ience to properly construct the work.
All bids shall be accompanied by an
unendorsed, certified or cashier's check
only, of not less than five (5%) per
cent of the gross amount of the bid pay­able
to the State Treasurer of Arizona.
The right is reserved, as the interest
of the State Highway Commission may
require, to reject any and all bids, to
waive any informalities in bids received
and to accept or reject any items of any
bid unless such bid is qualified by spe­cific
limitations.
STANDARD SPECIFICATIONS -
Copies of the Standard Specifications,
Issue of October, 1930, may be pur­chased
for Three ($3.00) Dollars the
copy. Checks should be made payable
to W. 'IN. Lane, State Engineer.
PLANS & PAMPHLET (For Bidders
ONLY)-Copies of the Plans and
Pamphlet may be issued to qualified
contractors having a copy of the Stand­ard
Specifications of above issue, and
upon deposit of Ten ($10.00) Dollars.
Deposit will be refunded should Plans
and Pamphlet be returned within ten
(10) days after opening of bids.
PLANS & SPECIAL PROVISIONS
(For Non-Bidders) - Copies of the
Plans and Special Provisions, without
Bidding Schedule, may be obtained
upon deposit of Ten ($10.00) Dollars.
Deposit will be refunded should plans
and Special Provisions be returned
within ten (10) days after opening of
bids.
The Standard Specifications of the
Issue of October 1930, shall be used
for all Projects until July 1931, or un­til
notificatin that a new issue is ready
for distribution.
The bidder will be required to comply
with the provisions of the Specifications
and Contract in bidding and the award
and execution of the Contract.
W. W. LANE,
. State Engineer.
Phoenix, Arizona, February 2, 1931.
ARIZONA HIGHWAYS
NOTICE TO CONTRACTORS
ASHFORK-KINGMAN HIGHWAY,
F. A. P. 80-E.
Bids to be OpenedFEBRUARY20, 1931.
Sealed bids for the construction of the
above named Project will be received
until 2 :00 P. M. on the above date, and
then publicly opened and read at the of­fice
of the Arizona State Highway Com­mission,
Phoenix, Arizona. No bids
will be received after the time specified.
All bids must be marked upon the
outside of the envelope "State Highway
Contract, Ashfork-Kingman Highway,
F. A. P. 80-E', and MUST CLEARLY
SHOW THE NAME OF THE BIDDER
ON THE OUTSIDE OF THE ENVE­LOPE.
The work. which is in the vicinity of
Hackberry, begins about two (2) miles
east of Hackberry and extends westerly
four and one-half (4.5) miles, consists
of the Grading and Draining of about
four and one-half (4.5) miles of road­way
and is to be completed on or before
JUly 31, 1931.
N.D.-THE ATTENTION OF THE
CONTRACTOR IS DIRECTED TO
THE EXTRA SPECIAL PROVISIONS
DATED 2-2-31.
Approximate Quantities
ROADWAY
200 Sqs. Clear & Grub.
25,500 C. Y. Roadway Excav.
2,100 C. Y. Drainage Excav.
600 C. Y. Overbreakage
850 C. Y. Struct. Excav.
38,000 C. Y. Borrow Excav.
600 C. Y. Concrete
28,400 Lbs. Reinf. Steel
260 Lin. Ft. 24-in C.M.P.
132 Lin. Ft. 30-in. C.M.P.
278 Lin. Ft. 36-in. C.M.P.
4,760 Lin. Ft. Cable Guard
170 C.Y. Riprap
BRIDGES
1,100 C.Y. Excavation
800 C.Y. Concrete
52,000 Lb. Reinf. Steel
Page Twenty-seven
220,000 Lb. Struct. Steel
No contractor shall be eligible to sub­mit
a bid until his attested statements,
made on forms supplied by the Arizona
Highway Department, of financial r e­sources
and construction experience and
equipment have been approved. Bids wiil
be made only upon the bidding form con­tained
in the Pamphlet and supplied by
the Department, and which form will be
supplied only to contractors \\Chose
statements show sufficient financial re­sourCES
and construction experience and
We do not know how many years
a highway of Gilmore Asphaltic
Road Oils and Binders will serve.
We have been laying them
for only 25 years.
Gilmore Oil Co., of Arizona
P.O. Box 787, Phoenix, Arizona
The
Colorado Builders
Supply Co.
Specialists on Reinforcing Steel,
Mesh. Gua rd }<'ence, Fence Stays
1534 Blake St., Denver
Plants at Denver a nd Pueblo
GiiiioliMi 10 ID. .. III ""."-
Stetson Hats
Arrow Shirts
Vassar Underwear
Crossett Shoes
IF IT IS - - - -
CANDY you like, we have a large assortment to
choose from .
ICE CREAM you desire these hot days, we have
nine flavors to choose from.
LUNCH you want, don't fail to try our noon
plate lunch.
Johnston & Murphy Shoes
Luxite Hose, Men's and Women's
Hart Schaffner & Marx Clothes
Vic Hanny Co.
36-42 N. Central Twin Fronts Phoenix
Page Twenty-eight
equipment to properly construct the
work.
All bids shall be accompanied by an
unendorsed, certified, or cashier's check
only, of not less than five (5%) per cent
of the gross amount of the bid payable
to the State Treasurer of Arizona.
The right is reserved as the interest of
the State Highway Commission may re­quire,
to reject any and all bids, to waive
any informalities in bids received, and to
accept or reject any items of any bid un·
less such bid is qualified by specific lim­itations.
S TAN D A RD SPECIFICATIONS­Copies
of the Standard Specifications is­sue
of October, 1930, may be purchased
for Three ($3.00) Dollars the copy.
Checks should be made payable to W. W.
Lane, State Engineer.
PLANS & PAMPHLET (For Bidders
only)-Copies of the Plans and Pamph­let
may be issued to qualified contract­ors
having a copy of the Standard Speci­fications
of above issue, and upon de­posit
of Ten ($10.00) Dollars. Deposit
will be refunded should Plans and
Pamphlet be r eturned within ten (10)
days after opening of bids.
PLANS & SPECIAL PROVISIONS
(For Non-Bidders)-Copies of the Plans
and Special Provisions, without Bidding
Schedule, may be obtained upon deposit
of Ten ($10.00) Dollars. Deposit will be
refunded should Plans and Special Pro,
visions be returned within ten (10) days
after opening of bids.
The Standard Specifications of the is­~
ue of October 1930, shall be used for
all Projects until July 1931, or until
notification that a new issue is ready for
distribution.
The bidder will be required to comply
with the provisions of the Specifications
and Contract in bidding and the award
and execution of the Contract.
W. W. LANE,
Phoenix, Arizona,
February 6th, 1931.
State Engineer.
NOTICE TO CONTRACTORS
TUCSON-BENSON' HIGHWAY
F.A.P. No. 90-A, 1st REO.
Bids to be opened February 18th, 1931.
Sealed bids for the Oil Processing of
the above named Project will be re­ceived
until 2 :00 P. M. on the above
ARIZONA mGHWAYS
date, and then publicly opened and read
at the office of the Arizona· State High­way
Commission, Phoenix, Arizona. No
bids wiH be received after the time
specified.
All bids must be marked upon the
outside of the envelope "State Highway
Contract, Tucson-Benson Highway, F.
A. P., 90-A, 1st Reo.", and MUST
CLEARLY SHOW THE NAME OF
THE BIDDER ON THE OUTSIDE OF
THE ENVELOPE.
The work, which begins approximate­ly
one (1) mile south of Tucson, ex­tends
twenty-one (21) miles southeast­erly
towards Benson, consists of Placing
Subgrade Stabilizer and Oil Processing
by the Road Mix Method, and is to be
completed on or before May 31st, 1931.
N. B.-THE ATTENTION OF THE
CONTRACTOR IS DIRECTED TO
THE EXTRA SPECIAL PROVISIONS
DATED 2-2-31.
Approximate Quantities
2,700 C.Y. Sub grade Stabili zer
257,000 Sq. Yd. Preparation Subgrade
32,000 C. Y. Mineral Aggregate
556,000 C. Y. Mi. Min. Aggregate Haul
19.8 Mi. Mix, Lay and Finish
39.7 Mi. Reshaping Shoulders
1,900 Sq. Yd. Seal Coat
1,000 C. Y. Mi. Overhaul Stock Piled
Material.
No contractor shall be eligible to sub­mit
a bid until his attested statements,
made on forms supplied by the Arizona
Highway Department, of financial re­sources
and construction experience and
equipment have bEen approved. Bids will
be made only upon the bidding form con­tained
in the Pamphlet and supplied by
the Department, and which form will be
supplied only to contractors whose
statements show sufficient financial re­sources
and construction experience and
equipment to properly construct the
work.
All bids shall be accompanied by an
unendorsed, certified or cashier's check
only, of not less than five (5) per cent
of the gross amount of the bid payable
to the State Treasurer of Arizona.
The right is reserved as the interest
of the State Highway Commission may
rEquire, to reject any and all bids, to
waive any informalities in bids receiv­ed
, and to accept or reject any items of
FEBRUARY, 1931
any bid unless such bid is qualified by
specific limitations.
S TAN D A RD SPECIFICATIONS­Copies
of the Standard Specifications is­sue
of October, 1930, may be purchased
for Three ($3.00 ) Dollars the copy.
Checks should be made payable to W. W.
Lane, State Engineer.
PLANS & PAMPHLET (For Bidders
only)-Copies of the Plans and Pamph­let
may be issued to qualified contract­ors
having a copy of the Standard Speci­fications
of above issue, and upon de­posit
of Ten ($10.00) Dollars. Deposit
will be refunded should Plans and
Pamphlet be returned within ten (10)
days after opening of bids.
PLANS & SPECIAL PROVISIONS
(For Non-Bidders)-Copies of the Plans
and Special Provisions, without Bidding
Schedule, may be obtained upon deposit
of Ten ($10.00) Dollars. Deposit will be
refunded should Plans and Special Pro­visions
be returned within ten (10) days
after opening of bids.
The Standard Specifications of the is­sue
of October, 1930, shall be used for
:!II Projects until July 1931, or until
notification that a new issue is ready for
distrIbution.
The bidder will be required to com­ply
with the provisions of the Specifica­tions
and Contract in bidding and the
award and execution of the Contract.
W. W. LANE,
State Engineer.
Phoenix, Arizona.
HULSE & DICK
~ Products
It's our pleasure to please
our customers
24 HOUR STORAGE
Ben D. Cooley
Commercial Photographer
Phone 23342
122lh N. 1st Ave. Phoenix, Artz
"AR.IZONA'S GR..EATEST COMMEP-.CIAL PR.INTING PLANT"
~ THE MANUFACTURIN6 STATIONER5 INC ..u.s-
PHOENIX ' AI\..I'Z.ONA
':' - --.'
A soft gray finish ... hard, smooth
.. . and yet completely non -skid
ROADS of striking appearance, free from crack~ and un­even
colorings, waterproof and durab~e. E~onomIcal roads
-well within the district's budget- bUIlt WIth Colas.
Shell Colas a better cold asphalt emulsion is easy to
apply. It is dependable and uniform, never "breaking"
before you are ready, never delaying road crews or traffic
by failing to break when it should. . . . .
Investigate Colas if you aren't thor?ughly famIhar :VItl~ It.
Shell technical men are at your serVIce WIthout oblIgatIOn.
SHELL COLAS
u. s. P08tqe
2e. Paid
Phoenix, Arizona
Permit No. 22
GE,T A.CQUAINTED WITH ARIZONA
~ :
~ q Me,qUlle
\\~:
f.4o.pa~V ,I
;;: "Th_, , .

Click tabs to swap between content that is broken into logical sections.

,"
Volume 7 FEBRUARY Number 2
PROBLEM,: Conveyance
\Vithout Interruption To Traf-of
Water Past Bridge,
f ic, \Vhen Streambed Deepened
Causing Water to Dam.
SOLUTION: The Armco J ack­ing
l\'Iethod.
Tl1L' unusual installation of
Armco cul\'el't;:; i~ another 111'oof
of t1e~r suitability to unusual
rlrainago pl'oblem~,
".\" r"(\ndition C'clll,e(l by 11),\T­l'
1'inl .. :: of Y\Tater 10H:>1.
"r;" COlTl..H?:atl'cl 11'(11 Pint"
l ,t';l:~)' .~() being'
1 lUi into operation,
"1)" View of comnleted illstal­lati()
n the twin cu1H~1ts Ca1'1'\'
th(l u~;ual flow. but in tinles o'f
fl'e::;het, the ulme1' opening' is
called into sel'\Tice.
(} l'eat ::;a \'ing::; were effected
by the adoption of t he Al'mco
Jacking Method fOl' this instal­la
tion. No interruption to traf ­fic-
Bridge undistul'bed- Less
time required in installation.
The suitability of Armco
P ure Iron Culvert s for unusua l
and diff icult sit u ations is a
point not to be overlooked when
they are considered for simple
culvert installations. Their in­creasing
use under the Nation's
highways is the result of wide­soread
realization of their qual­ity.
For Reliable Drainage Information,
Write or Phone
Western Metal ManufacturiDg Co.
EL PASO, TEXAS
A'
B
D
California Corrugated Culvert CO.
LOS ANGELES WEST BERKELEY, CALIF,
Care of Vic Housholder. Di st. Sales Mgr.
1330 E. Brill Street. Phoenix, Ar izona
FEBRUARY, 1931 ARIZONA mGHW AYS Page One
- Lincoln
Sales and Service
You will find any part you desire in
our Parts Department
Grady Watson, Inc.
Authorized Sales and Service
Washington at 7th Ave. Phoenix
EQUIPMENT DISTRIBUTORS­REPRESENTING
Gf LION Gra~ers, Ron .. s, etc.
McCORMICK .. DEERJNG Industrial Tractors, Engines
INTERNATIONAL Motor Trucks
BAKER Earth Moving Equ 'pment
BA Y CITY Shovels, Cranes, Draglines
ORD Concrete Finishing Machines
MUNICIP AL Oil Distributors, Flushers, etc,
STERLING Hoists
BRODERICK & BASCOM Yellow Strand Wire Rope
RED EDGE Shovels and Picks
KIMBALL-KROGH Pumps
ALAMO·DORWARD Pumps
MYERS P umps
"OVER 40 YEARS IN ARIZONA"
6th & Broadway 311 4th Ave,
TUCSON PHOENIX
Arizona Highways
February, 1931
fQ
TABLE OF CONTENTS
ALL HIGAWAY CONTRACTS COMPEL ARIZONA' LABOR ............ 3
. By W. R. Hutchills, Office El1gil1eer.
LOCA TON OF NEW GLOBE·SPRINGER VILLE HIGHWAY ......... 4
By Percy 10ll es, Ir. , Chief Locatillg Ellgil1eer.
OIL SURFACING AS PRACTICED BY ARIZONA . . .......... 6
By C,'O. B. Sbaffer, District El1gil1 ee r.
FORGING AHEAD FOR FIFTY YEARS 7
By H. B. 'Va/killS, Phoeuix Chamber 0/ Commer,."
EDITOR IAL PAGE .. 10
WHY DON'T THEY PAY MY BILL? . 11
By R. C. Darro"" L.L.B. , C.P.A.
NOGALES IS LARGEST PORT OF ENTRY 12
By C. R. Michaels, Nogales Chamber of Co mllll'ree,
WHAT OTHER STATES ARE DOING 14
FORCE ACCOUNT WOULD PUT ENGINEERS TO WORK 19
By L. C. Bo{{l's, Residell/ Ellgill ee r.
APACHE POW'OI:R COMPA;\IY
AiUONA TRA TOR & T:QUIPMENT CO.
BEN D. COOLEY
CALIFORNIA CORRUGATED CULVERT CO.
GILMORE OIL CO., OF ARIZONA .....
GROSSO'S ..
VIC HANNY CO.
HEINZE, BOWEN AND HARRINGTON, INC.
HULSE & DICK .. . . . . .... ... .......... ... ..
Page
22
_ 21
_ 28
Cover
27
., .. 27
. ....... 27
.. _. 24
... :8
MANUFACTURING STATIONERS ........ _ .................................. 28
PAVING DEVELOPMENT & SALES CO . .............................................. 23
PHOENIX BLUE PRINT CO . ................................................................ 22
PORTLAND CEMENT ASSOCIATION ................................................. 25
PRATT-GILBERT HARDWARE CO ....................................................... 25
RIO GRANDE OIL COMPANY ............... ............................................... ~6
RONST ADT HARDWARE & MACHINERY CO .................... .... _ ....... I
THE O. S. STAPLEY COMPANY ........ _ .... ..... ...................... ............ 25
SEASIDE OIL COMPANY .................. .... _ ........ ..................... ............. 26
SHELL OIL COMPA Y ......... _ .. . __ .... ._ ............ ........... .......... _ 31
THE COLORADO BUILDERS SUPPLY CO . ........... ....................... .... 27
UNION OIL CO . ................ ......... ........... ........................ .................... 18
WESTERN METAL MANUFACTURING CO .... ..... __ ... .... ... _ .. COver
GRADY WATSON, INC. .................... .... ...... ........................................ 1
CARS FROM CARqUI NEZ
BRIDGE CAN~ T H URT ASP HALTIC CONCR ETE !
CALOL
ASPHALT
for best results
Proud of his 3-inch Asphaltic Concrete
approach to the norlh end of the great Carquinez
Bridge -
J. E. Johnson built it and since November, 1927,
he's seen it defy the wear of 4,000,000 cars on the
Pacific Highway-main route from Canada to Mexico.
Standing up under nearly twice the number of
cars registered in all Pacific States in 1929, this As­phaltic
Concrete a pproach, laid thin, is packed with
endurance. And Asphaltic Concrete holds the record
for endurance that means LOW MAINTENANCE COST!
For durability far beyond other pavements, inves­tigate
Non-Skid Asphaltic Concrete-safest from re­pairs
- safe in any weather.
STANDARD OIL COMPANY OF CALIFORNIA
A§PHALTIC CO~CRETE ~O Iilll ·§KID
PAVEMEI'IIT
WE4R§ LO~GEST AT LEAST COST
ARIZONA HIGHWAYS
CIVILIZATION FOLLOWS T H E I M PROVED H IGHWAY
Copyright 1931 by ARIZONA HIGHWAYS, All Rights Reserved
VOLUME VII. FEBRUARY, 1931. NUMBER 2
All Highway Contracts Now Compel Use of Arizona Labor
By W. R. HUTCHINS, Office Engineer
THE Stat'e Highway Department has
been criticized-and unjustly so­in
regard to two of its major operations.
The first is the contracting, of all work
by advertising and accepting the bid of
the lowest responsible bidder. The second
is (and at the present time owing to the
financial situation which causes the un­employment
problem to be very acute)
allowing the contractors doing these jobs
to employ labor which comes from out­side
t'he state.
The state law governing highway con­struction
provides that no project which
exceeds $50,000 can be done by state
forces withoot advertising. We are do­ing
by state forces all of these jobs up­on
state project's. It is true these types
of projects are few in number and are
usually small as to amount of money,
this last is an economic condition over
which we have no control.
The great majority of all highway
work done in the state of Arizona is
what is known as Federal Aid work, the
government of the United States put'­ting
up 75% of the monies expended by
us and the state furnishing 25% of these
monies. ACCIOrding to the rules and
regulations of the Federal Aid a1uthori­ties
we are not allowed to do any work
by state forcse wit'h rare exceptions.
Regulations Changed
Regarding the employment of outside
labor by the contractors up to a recent
date the Federal Aid rules and regula­tinos
forbid any differenciation being
made between any citizens of the United
States. We did. however. ask the oon­tractors
to use local labor; but this
could not be enforced under the federal
re~lations.
It has been asked during this unem­ployment
period as to why we did not
stipulate that the cont'ractor should use
only, Arizona labor before the job was
let, rather than requesting him to do $()
afte6 the job was let to 'him; but as
sho~n above if we had done so it would
hav~ subjected the j()lb to a cancellation
of Eederal Aid funds under t'he federal
rule~ and reg>ulations pertaining to the
empioyment of labor.
J'4st recently t he federal regulations
were changed to allow us to place in our
contracts (which we did immediately)
that citizens of the state of Arizona
must be empiloyed. A short time later,
during the last part of January, 1931,
the federal regulations were again
changed as to Federal Aid on highway
work to allow us to specify "that citi­zens
of Arizona only be employed," so
th;at any non-citizens who were ,em­ployed
by a contractor, the amaunt paid
to a non-citizen should be deducted from
the moniesi earned by the contractor.
Quoted below is t'hat part of our speci­fications
as they are now written per­taining
especially to employment of cit­izens:
"( 4) The contractor under this con­trad,
other conditions being equal, shall
employ citizens of Arizona, if avaiIable,
with the exception of employees holding
supervisional positions. A list of any
such non-citizens of Arizona must be
furnished the department and become a
record upon the project. Any violation
of this provision shall be a breach of
contract, and any payments so made by
the contractor shall be deducted from es­timates
that may be due or t'O become
due the contractor. In the employment
of lalbor when prllcticable prefer~nce
shall be given citizens within the local­ity
in which the work is performed.
"(5) In the performance of work on
Emergency Federal Aid Projects, in
order to give employment to as much
free labor as possible, no convict la:bor
shall be used and preference shall he
given hand labor met'hods when reason­ably
economical."
Working fo~' Wage Scale
The above is not new with the State
Highway Department; we have been
wOI1king on this for a long time; the un­employment
situation brougcht it to a
quick head, the fact being shown that
Arizona .being a winter resort' would be
a Mecca for the unemployed and the
citizens of Arizona would have small
chance in competing with this transient
labor.
We havd been further working on the
possibility of placing in our specifica­tions
a minimum wage scale to be paid
for different classes of labor; but up to
the present time have -been told by our
at:torneys that this would be unconsti­tutional,
but the Federal officials have
promised to cooperate with us in in­sisting
that the standard wage scale of
$4.00 per day be paid by all contractors
on Federal Aid work.
It is an erroneous idea that the con­tractors
are against a specified rate to
be paid labor. They are not, for this is
their greatest unknown quantit'Y con­nected
with their bidding and I am sure
they woold wei com ea stipulated wage
scale which would automatically make
uniform the wages to be paid by every
contractor and take away the largest un­known
quantity which t'hey now have
when they are bidding.
New Quarters Facilitate
H andling of Motor Pu blic
By E. M. WHITWORTH,
Vehicle Superintendent
The new quarters of the motor vehicle
division with its increalSed space and
separate entrance in the highway build­ing
permitted this division t'O handle the
public, during' the great rush of trans­fering
titles that always takes place at
the end of the license year, with greater
di spatch and much less inconvenience
to both the public and the highway de­part'ment
than ever before. Last year
the congestion was so great in the main
entrance of the highway de,partment
during this period that operations of
the entire department were hindered and
the scores of waiting motorists were
jammed into a space that made it an or­deal
to do business with this division.
Originally the Division occupied quar­ters
most inadequate for efficient oper­ation.
At a later time an addition was
added on the east end of the Highway
buildirug which provided more commo­dious
quarters. The division soon out­grew
these quarters and upon moving of
the state .land and water departments to
their new quarters in the capitol annex,
the Division moved into their old quar­ters.
The space was remodeled to fit the
requirements of the division, and we are
now equipped a nd prepared to meet with
(Continued on Page 24)
Pag"e Four ARIZONA HIGHWAYS FEBRUARY, 1931
Location of New Globe-Springerville Highway
Keeps Road At Lower Levels
By PERCY JONES, Jr., Chief Locating Engineer.
THERE has been much speculation
as to the exact routing of the pro­posed
highway, soon to be built on a di­rect
route from Globe, through Show­low
to Springerville, giving Arizona an
all year highway from this northeast
section of the state to the southern and
central portions.
The route as it is being surveyed and
planned is the most direct obtainable
from the towns of central Arizona,
through Globe to the grazing and tim­ber
country north of the Rim. That
county supports a considerable popu­hti~
n in numerous sett1 ~ rr.ents of which:
Showlow is a centrally located one. At
the town of Springerville it will con­nect
with U. S. Route 70, making a
route much shorter than the existing
ones for travelers entering the state
from the middle west on their way to
central and southern Arizona to south·
ern California.
In addition to the directness of the
route, an even greater reason for its
adoption, it is the lowest possible
route,-a happy combination of topog­raphy
not often in existence. The gap
near Showlow is the lowest one in the
"Rim" in Arizona. Its elevation is
about 6700 feet. If an elevation of 7000
feet is touched between there and
S?ringerville it will be only a 'short
dl stance,-a little less than 6 000 feet
is the highest elevation rea~hed be­tWEen
Globe and the Salt River, that
only at two short summits. From the
Salt River to Showlow the elevation of
6,000 feet may be touched for a short
distance at a governing summ't and
then not reached again until w:th~n
fix or seven miles of the "Rim."
To be lower in the mountains of Ari­zona
means to be in less snow fo r a
sr.orter period of t·me. And less snow
is greatly desire:! by both the traveler
and the road mainta iner.
Ro'ute Is Lower and Shorter
There is now a serviceable road _
not a highway in the present meaning
of the word, between Globe and
Springerville by way of Ri ~e (now San
Carlos), Ft. Apache, White R:ver an:!
McNary. One is often asked why this
road be not improved rather than build
an entirely new one ' upon a different
route.
There are three good rasons; First,
elevation. This old road goes high. It
is above 6,000 f eet in elevation for a
considerable distance on the Natanes
Plateau, and while this point is not so
much higher than the corresponding
high spot on the new route, it is for a
greater distance, and there is something
in the shape of the country that makes
the snow fall heavier and lie much
longer. The writer was in both these
places during a recent snow and the
difference was quite noticeable. It goes
to 6,000 again six or seven miles below
the rim, as does the new route, but
reaches 7,200 on the rim at McNary and
from there on up to nearly 9,000 and
then down to 7,000 at Springerville. In
the past this road has been closed by
snow for considerable periods of time.
Kow, due to higher standards of main­tenance
it is generally kept open, but
at a considerable expense, and it is al­ways
liable to be closed for short pe­riods.
Second,-dr' r.tance. This existing;
route between the same principal
points is 20 miles longer than the new
r ropo"ed one. While it might be short­ened
in wme places in others it would
be lengthened, due to the necessity for
development of distance to obtain the
pr 2;'ent standard rate of grade.
Th rd,-Cost of alignment a nd grade.
Except for a few comparatively short
sections this existing road is an old
wagon road that grew upon the lines
of least resistance, between watering
places on the way to Ft .Apache. It
has been much improved, noticeably
within the last four years to one who
knew it before that time. However,
except for that section twenty miles
north of White River, the work of
building it up to the standard highway
of today would be the same as con­structing
a new road, and the topogra­phy
of the country traversed is not as
well adapted to our present standards
of alignment and grades. The final
cost of bringing this old road up to
present highway standards would prob­ably
be equal to or greater than that of
building a highway on the direct route
and the result would be not as satis­factory.
Branches at Globe
The route from Globe to Springer­v
ille will leave the existing Globe­Safford
highway about a half mile be­yond
the c:ty limits of Globe and in a
northeasterly direction, cross an ordi­n:
lI'y foothill country across one draw
and up another one to the gap between
Chrome Butte and the Apache moun­tain.
From there the line swings to the
west for a supported down-grade on the
base of the Apache mountain, past
Airplane view of bridge site where New 'Globe-Springerville road will cross the Salt River.
FEBRUARY, 1931
Winter's ranch and finally catches the
head of a r idge which takes it down
to the old town of McMillan. McMillan
in the 80's was a high-grade silver
camp and many fortunes were made
there. The silver ore was at the grass
roots, but unfortunately, as far as has
been determined, did not continue down.
From McMillan the road goes down a
draw to Seven Mile Wash and up anoth­er
one through the usual Arizona ridge
or foothill country to a point on the di­vide
between the Salt and Gila rivers,
at the base of Timber Camp mountain.
Then up a suppor ted grade for which it
was necessary to develop distance to a
gap in the mountain. This gap is at an
elevation of 5,970 feet above sea
level.
It is interesting that the route for a
modern highway follows almost exactly:
except for the differences due to the
kind of road, the old Globe McMillan
wagon road abandoned something like
40 years ago, and beyond McMillan it
follows in the same way the old bull
road used for hauling timber from
Timber Camp to McMillan.
At Timber Camp Gap the character
of the country changes. Looking back
from there one can see a great deal of
the usual Arizona scenery with moun­tains
Graham and Turnbull and thE
Pinals and Sierra Anches in the dis­tance,
and slightly nearer the Coolidge
Lake at old San Carlos. Ahead the
route goes down a broad valley timber ­ed
with pine, then up over another gap
slightly lower than Timber Camps, then
down again through a more sparsely
timbered country to the edge of the can­yon
of the Salt river about 35 miles
from Globe.
Crosses McNary Road
At a distance of about 32 and 35
miles from Globe the roads from Hill
Top on the Rice-McNary road, to the
asbestos mines of Crysotile and the Re­gal
are crossed, thirteen miles north­west
of Hill Top and two and eleven
miles from the Crysotile and the Regal
mines respec1li,'Ve1y. Thjis road will
make t he highway us~ble as soon as it
is completed to that junction, for by it
the road to t he White River and Mc­Nary
may be reached and the grade
up Oak creek or Sawmill hill avoided.
A short distance before reaching the
rim of the Salt River canyon the Emsco
asbestos mine is passed, a couple of
miles to the left. This new hilghway
should be of great benefit to these
mines, in that it improves t heir trans­portat
ion facilities enormously.
In addition to t hese three developed
ARIZONA HIGHWAYS
and operating mines there are other
asbestos claims on both sides of the
river. The Salt River canyon near the
cross 'ng is honeycombed with diggings
on out::rops of asbestos. The improve­ment
of the transportation faci lities of
this district should help a considerable
industry to develop.
The highway as surveyed and
planned for the first 33 miles will con­form
to a high standard of alignment.
It was the endeavor to have no curves
of less radius than 950 feet. However,
in two places, one a pproaching the gap
at Chrome Butte and the other ap­proaching
the gap at Timber Creek
mountain, the topography of the coun­try
forced the u ~e of curves of a radiu!l
of about 480 feet, and at three other
places the use of curves of about 750
feet radius were found to be necessary
to keep with:n a reasonable cost of
construction.
Upon approaching the Salt River
canyon and in the canyon, for a distance
of approximately twelve miles in all,
the topography is such that a standard
of alignment would be unreasonable if
not impossible. There a minimum ra­dius
of 300 feet on "blind" curves and
200 feet on open curves is used. Curves
of as little radius as 100 feet OCcur on
all mountain roads in Arizona that are
over five years old. The maximum
grade, allowable throughout on this
highway is the same maximum grade
that has been in use for years, a rise
or fall of six feet in 100 feet, or 318
feet in a mile.
Perfect Bridge Site
From the rim of the canyon to the
bridge site on the Salt River there is
a f a ll of 1400 feet in an air line dis-
Page Five
tan :e of about two miles. To make the
grade it was necessary to develop three
a:'dit:onal miles of distance. This was
accompli shed by the use of three loops
of 180 degrees each. It might be said
that the road will riz-zag down the
side of the canyon. These 180 degree
turns will be made on curves of 200 feet
radius.
The bridge site is a nearly perfect
bridge site. The river is 100 feet wide
and at low water is 30 feet below the
top of perpendicular rock banks; these
banks are then level for a short dis­tance
to the foot of the slopes of the
main canyon.
The roadway . will be 35 feet a bove
these banks or 65 feet above low water.
Th bridge will probably be something
like a 120 feet steel span with trestle
approaches at each end. A very simple
tri c1ge for the Salt river.
From the bridge the line of the high­way
turns up the river, climbing on the
maximum grade all the while to get
above the sheer cliffs which rise from
the riyer's edge. In about three miles
it reaches a point above the junction
of 'the Flying V. canyon with the Salt
River canyon. The Flying V. comes
into the Salt from the northeast and
makes a gash in the country through
which the road eseapes from the Salt
River canyon. Were it not for this
gash it would have been necessary to
have climbed up something like 2200
feet by means of developing distance
on the sides of the canyon. As it is,
the road climbs to an elevation of 4900
feet or 1500 feet up from the river be­fore
it finally clears the cliffs of the
Salt and Flying V. canyons about six
miles from the bridge site. This climb-
(Continued on page 22)
=P=a~=e=S=i=x========================~A~R~I~Z~O~N~A~H~I~G~H~VV~A~Y~S===================FEBRUARY, 1931
Oil Surfacing as Practiced by Arizona
(The following article is the first
of a series dealing with the different
phases of oil surfacing now used ex­tensively
in Arizona).
, By GEO. B. SHAFFER,
Dish-ict Engineer
Oil surfacing of roadways is, on first
thought, merely to add road oil, thor­oughly
mixed, to about three inches of
the material found in place on the road.
It is then laid down to the required
crown and profile and really presents a
wonderful improvement in the riding
qualities of the road, no matt:er how
\~ell it has been maintained 'before being
011 surfaced. This pleasing condition
continues until something happens.
Something will surely happen if much i,s
taken for granted. Many elements enter
into the success of an oil surfaced road
and it takes just one bad sUbstitut:e to
spoil the cakes.
Conditions which caU15e an oil surfaced
road to fail are many and the writer
does not pretend to know even half of
them; but experience has proven some
obvious causes of failure, which are now
being guarded against, and results in
much better roads than those const:ructed
with less extensive investigation.
The following will be devoted to sub­grade
,conditions, and any conclusions
will be based upon the assumption that
all other elements are satisfactory.
Oil surfacing is non-rigid as to flexi­bility
.and hatS only slight tenacity and
for thIS reason it is necessary to have a
stable sub-grade. A surface examina­tion
is not sufficient to determine wheth­er
or not the subgrade is suitable to car­ry
oil Isurfacing. Laboratory tests are
necessary and even then it is advisable
to make a physical examination, partic­ularly;
as to drainage. A sub-grade ma­terial
which is ordinarily good is ren­dered
,unstable when damp or wet. Oil
surfacing shOUld never be placed upon a
su~-grade which is susceptible to high
mOIsture content or which has high
shrinkage and Where doubtful sub-grade
is encountered it should be covered with
four or five inches of selected material
of known stability.
It is a requirement of this depart:ment
to take ,sub-grade isamples from the
roadways prior to oil surfacing and de­termine
by la'boratory tests the character
of the material Upon which the proposed
oil surfacing is to be placed and all un­suitable
portrions are corrected with
selected subgrade stabilizers.
Stabilizer alone does not necessarily
insure the subgl'ade as a good bearing
sud'ace unless the road drainage is good
at all times of the year. Good drainage
is the most important of all, for without
drainage all is lost.
To analyze a subgrade or material
suitable for subgrade stabi lizer is a long
story but can be generally described in
this way: Crushed rock or gravel con­taining
enough binder so t:hat it will re­main
intact after compaction is a good
subgrade stabilizer. Decomposed gran­ite
containing very little or no clay but
containin~ cementin~ agencies is good
and easier to re-shape than crushed
rock. Sand is a good subgrade but it re­quires
a light stabilizing before the oil
processing can be carried on successful­ly.
Readers will note t:hat our first oil
surfaced roads were simply oil mixed
and laid down without going into serious
thought about the suitability of the sub­grade
or material to be oiled.
Now at the end of a period of investi­gation
we find ourselves preparing a
subgrade upon which to place the oil
surfacing instead of oiling the subgrade
it:self in an effort to make an oil road.
Mineral aggregate suitable for oil sur­facing
will be discussed in a succeeding
article.
Accounting Problems
and Their Solutions
By R. L. JONES, Chief Accountant
Accounting for the large sums of
money used in the maintenance and
construction on the state's twenty-six
hundred miles of highways is an inter­esting
and important part of the activi­ties
of the departn: ent. The depart­mer.
t has the only battery of Powers
tabulating machines in Arizona. These
ma~hines have demonstrated their use­fulness
as accounting aids where the
volume of business is large enough to
justify them.
The department has not made an at­tempt
to reduce the accounting force
as a result of the use of these machines.
The main advantage secured from them
is that the increased volume of work
and the varied classes of additional in­formation
required in connection with
the enlarged activities have been tak­en
care of without additional force.
It wa's decided pr:or to the adoption
of the present budget that the account­ing
division could get better coopera-tion
from the field forces if a contact
man be added to the force. This was
accomplished with no additional ex­pense.
One desk in the office which
was handling a class of work eas­ily
adapted to the machines was abol­ished.
WitJlOut additional tabulator
room employees this was done, and the
salary applied to the position of travel­ing
auditor. The first six months of
the fiscal year have proven the value
of this position. Maintenance and con­struction
forces are naturally not of­fice
men. To establish correct records
in the Phoenix office certain informa­tion
necessarily has to come from the
fi eld forces. The traveling auditor is
a valuable help to the field men. He
can and does assist them with their re­ports
and straightens out disputed
items in much less time than they could
be adjusted by correspondence, and
with a minimum of friction. It would
be a careless foreman who would at­tempt
to carry any straw men on his
pay rolls under the present system of
records used by the department. Prop­erly
authorized appointment reports
must be sent to the Phoenix office in
advance of the pay rolls, and no one is
p:lid otherwise. The district engineers
and their assistants keep a constant
check upon the progress of the work and
the personnel of the forces. The trav­eling
auditor supplements this supervis­ion,
his duties requiring him to visit the
various districts as the occasion de­mands,
and he is. thus enabled to keep
good records of the activities of the
field men.
In the past two years the oiling of
the highways has been progressing rap­idly.
The cost of construction of the
var:ous types of oiled surfaced roads
has been established. The problem now
confronting us is to secure a proper
segregation of the cost of maintenance
of these different kinds of oiled roads.
This is one of the most difficult cost
problems which has arisen, and we ad­mit
we have not settled it to our own
satisfaction. We have made a start on it
and with 'the whole team working to­gether
(engin/eers, foremen and ac­counting
forces) we are sure we can
and will solve it. We must know it, as
it is now the one important factor con­nected
with our oiled highways.
A GOOD IDEA
The Scotchman who spent $10 on his
girl in one evening has explained the
matter very satisfactorily.
That was all she had.
~BRUARY, 1931 ARIZONA HIGHVVAYS Page Seven
Forging Ahead For Fifty Years
By H. B. VV ATKINS, General Manager, Phoenix Chamber of Commerce.
I F Phoenix had adopted a slogan in its
beginning, it might appropriately
have been "Forward, ever forward." On
this occasion in reviewing the achieve­ments
in a full half century of progress,
we may well choose to review some of
the things that have inspired Phoeni­cians
to the efforts that have brought
this city and community to the proud
place it holds today. Fifty years to the
people of those cities of the East hallow­ed
by centJuries of tradition mean but
little. Historical buildings in Boston,
New York, Philadelphia and other cities
were crumbling with age years before
that which is now Phoenix had been
seen by white explorers. Many of the
Nation's great leaders had come
and passed on while that which
is now Arizona was stilI an un­explored
region.
We now are at, that point in
our history,-a crossing of the
ways of legend and hi storic
facts,-and it is still dangerous
to stress too much that which
is legendary, and so in this
brief resume we stay close to
recorded history which is sub­stantiated
by the recollection of
those still with us, who have
been a part of this great devel­opment
that has taken place,
well aware that in anot'her half
century history will lend ro­mance
to the stories of Phoenix
and the Salt River Valley with
a wider use of legends which
cannot now be used too freely.
Celeb?'ates Golden A nn'ivet'sary
Thomas Mc Goldrick, Michael Mc Grath,
Antonio Moreas, James Smith, John W.
Swilling, Lodovick Vandermark. P . L.
Walters and Joseph Woods.
It was not until December that they
reached their destination, and in spite of
some difficulties completed this ditch in
the early part of 1868 so that some
crops were planted in that year.
Name Settled At'gmnent
Without much doubt a camp was made
not far from the head of this canal.
which by the way is still distinguish­able
a few yards down the river from
the l~emains of the headings of three of
those canals built by a prehistoric race
that once inhabited this country.
the "blue'- of the Union service. It
seems likely that Swilling would suggest
the name of "Jackson," the Confederate
leader, as the name of this settlement.
It is at least possible that there might
have been equally strenuous efforts to
name the settlement after Grant, Sher­man
or some other Union leader, and
the story goes that the controversy be­came
heated, and then Duppa, who is
usually referred to as Darrel Duppa,
stepped in and told the contestants the
story of the Phoenix Bird which rose
from its ashes, and pointing to the l:e­mains
of one of those plueblos built by
the unknown people who had also build­ed
canals, he prophesied that on the
ashes of these old ruins a new
city arises. Continuing the leg­end
it is said that the contest­ants
were tired of argument
and willing to effect a compro­mise.
Phoenix celebrates on Febru­ary
25, the golden anniversary
of its birthday as an incorpor­ated
city. The Phoenix settle-
Ae)'o-photo of Ct lJot'tion 0/ the Phoenix business
dist1'ict.
If this legend is not true no
one will dispute the fact that
it ought to be, and we like to
think that here in the beginning
Phoenix people learned a lesson
wt>ich ha.s ever been character- -
istic, namely that controversy
over trivial things is immaterial
lJnd to compromise in order that
c:mstructive efforts might con­t;!!
ue, is the spirit which has
].- ilt Phoenix to its present
proportions, and 11 policy which
has continued, and will mean
in far less than another half
century a wonderful commun­ity,
a marvelous city, and a
country with a climate that has
no equal.
There seems little or no doubt
ment, later the village, began with the
inception of irrigated agriculture. It
was in 1867 that Jack Swilling organ­ized
a company at Wickenburg and came
down to the valley to dig an irrigation
ditch. This was known as the Swilling
Irrigating Canal Company with a nom­inal
capital of 10,000. Among those
who became stock holders were Henry
Wickenburg, owner of the Vulture Mine;
L, J. F. Jaeger and a man named Lati­mer.
Others who formed a part of the
Company, but contributed labor instead
of money were Peter Barns. Brian P.
D. Duppa, Jacob Denslinger, Thomas J.
L. Hoague, James Lee, John Larson,
Frank S. Metzler, Thomas Mc Williams,
It: is a little indefinite just when the
name "Phoenix" was given to this little
settlement, but from news items as they
appeared in the newspapers of. Prescott
and TUClSon, together with more or less
legendary data it seems likely that Phoe­nix
was the name given to the settlement
about the time that actual crop produc­tion
in the valley began. There is a leg­end,
which has not only the merit of pos­sibility,
hut the further virtue of de
Ilightful fancy even if it cannot be sub­stan!:
iated by fact. This legend would
have it that there were in this group
who formed this Swilling company some
WflO had but recently served in the Con­federate
army, and others who had worn
but that another small settle­ment
began along the Swillin'g ditch just
north of what is now the EI Molino Golf
Club. The ruins of an old flour mill are
still in existence.
What is now Maricopa Caunty was
then part of Yavapai County and the
Phoenix 'precinct was established in
1868.
Site- SU?-veyed in 1870
There seems to have developed along
about this time a real controversy as to
the location of the proposed city. and
there were those who proposed to estab­lish
a settlement near the flour mills,
and another group who were in favor of
a site in the center of what is now Phoe­nix.
The survey was begun in 1870, and
Page Eight
completed so that in December of that
year several lots were surveyed. A sale
was held which furnished funds for con­tinued
survey. It was not luntil the fall
of 1871 that the final survey became
completed. This was the N.E. part of
Section 12. Township 1 North. Range 3
E. This final survey covered the dis­trict
one mile long by one-half mile wide
and was divided into 98 blocks. Those
responsible for the survey had a vi­sion
of the future Phoenix. consequent­ly
Washington, Jefferson and Center
streets were laid off one hundred feet
wide. Other streets were laid off 80
feet Wlid'e. ,With few elXceptions the
blocks were three hundred feet long,
twelve lots in each block 50x137Y2 feet,
with 25 foot alleys running through
most of the squares. That which is now
First street was first named Monte­zuma,
and the first lot sold was on the
corner, of Washington and MonteZluma
for $104. The next lot to the south
brought $40. The corner now occupied
by !:he Berryhill company was sold for
$70. The second sale of lots was held the
early part of 1871.
Development was rapid during the ten
years following, and this little village of
about 1,500 people felt that it was time
to incorporate,. become' a full f!.edged city.
The Legislature elected in 1880 con­vened
at Prescott, which had again been
made capital after having been remov­ed
to Tucson several years before. John
C. Freemont was the territorial gov­ernor;
Judge A. C. Baker and R. S.
Thomas were Maricopa county members
of the council; P. J. Bolan, J. S. Mc­Cormich
and N. Sharp were members
of the house from Maricopa cQunyt. This
was the Eleventh Territorialy Arizona
legislature. On February 25, the act in­corporating
Phoenix as a city, and set­ting
up the charter was approved by
Governor Fremont, and from this date
Phoenix became an established city.
Phoenix Made Capital City
Among other acts of importance in
that session was the creating of the
county of Cochise and the county of
Gila. The city of Tombstone was also
incorporatetxl., and an act which provid­ed
for the building of a county court
~ouse in Maricopa county. This Legis­lature
also repealed the E"lllion tax.
Among measures which were proposed
but whic~ did not becQrne part of the
Territorial laws was a ,memorial to con­gress
asking that all of Arizona except
Yavapai, Mohave and Apache counties
be attached to some other county. The
total assessed valuation of the territory
of Arizona at that time seems to have
been about $18,000,000.
ARIZONA lllGHWAYS
Eight years later the Fifteenth terri­oorial
legislature made Phoenix the per­manent
capital and settled a twenty-year
controversy between Tucson and Pres­cott,
each of which had been at times
capital of the territory.
The first railroad into Arizona came
to Yuma in 1877. It was less than one
year before Phoenix became a city. that
the railroad was completed through Ari­zona
and New Mexico. A branch line
from Maricopa was completed to Phoe­nix
in 1887.
At the first census after Phoenix was
incorporated, or 1890 the population of
Phoenix was 3,152-in 1900, 5,544. The
population practically doubled in the
next decade. but the real growth of
Phoenix as well as of the entire Salt
FEBRUARY. 1931
During the past decade and a half
there has been almost a complete revo­lution
in the production of agricultural
and horticrultural crops, indicating that
we may be only on the threshold of fu­ture
changes which will mean a gradual
substitution of staple crops by those
higher priced products such as citrus,
winter lettuce, dates, etc. ( that can only
be grown, in climates such as ours where
there is rich soil and an abundance of
water.
In terms of comparison only can we
appreciate the strides made.in Phoenix
in this past cenbury. From an assessed
valuation of about $1,000,000 to almost
$90,000,000 we can determine the in­crease
in wealth. From a population of
less than 2,000 to a county of 150,000
View of Phoenix in 1898
River valley dates from the completion
of the Roosevelt dam in 1911. Since then
progress has not only been rapid but
steady. For many years the climate has
been appreciated by the people who came
here from distant states, but it may
truthfully be said that within the past
past few years it has begun to be cap­italized.
We will not in this article attempt to
prognosticate the fluture, buo those who
have observed the increasnigly large
number coming here from other states
each winter believe this 'Proves beyond
question the popularity of the climate in
the winter and forecasts in a measure
the development of the winter tourist
season for the future.
shows the increase in people. From a
crude one-roQrn school house to the pres­ent
school system is an achievement in
it'Self to justify a celebration. In pub­lic
buildings, hotels, apartments and in
homes, in paved streets and sidewalks,
and in every way Phoenix can well be
proud of the accomplishments of a half
century, but the motto of Phoenix is
still "Forward. ever forward." and the
same indomitable spirit of working to­gether
is as much a part of Phoenix to­day
as it was in the days of long ago
when the little band of canal 'builders
predicted that from the ashes of the an­cient
city. a new and glorious city should
arise.
~BRUARY. 1931 ARIZONA lllGHWAYS Page Nine
Courtesy, Phoenix Chamber of Commerce, Phoenix, Ari zona
On the site where untold ages ago an unknown race recla'~ 11~d the ftrtile lands of the ~alt River va~ley and constructed a
chain of 'Pueblos. Phoenix has grown from a small adobe bmldl11g .t'O a great, modern cIty of beautIful h?mes, churches,
schools. theatres and lofty business buildings in the short spac) of fIfty ye~rs. The growth of modern. Phoemx can really be
counted as having started with the completion of the great Roosevelt dam 111 1912, the waters of whIch converted the sur­l'Ounding
desert lands in!:.:> an agricultural empire supporting a population of 150,000. In the year 1900 the assessed valua­tion
of Phoenix was $1,511,700. Today its assessed valuation iJ $87,941,639.
Page Ten ARIZONA HIGHWAYS FEBRUARY, 1931
ARIZONA HIGHWAYS
P'UBLI.HED IN THE INTEREST OF GOOD ROAD. BY TH.
ARIZONA HIGHWAY DEPARTME~T
VOL. VII. FEB'RUARY, 1931 No. 1
~============~~======~
ARIZONA S1ATE mGHWAY COMMISSION
I. P . McBride. Chairman. Globe
J ... 1'". MeDonald, Mont. Manafield.
Vice-Chairman. Blab... Commiaaioner. Tucson
W. R. Wayland. Samuel R. Trenlrove.
Commialioner, Ph<>e>nix Comml •• foner. PraeoU
M. C. Hankin.. Secret.ry. Phoenix
GENERAL OFFICE
W. W. lAne ......................... _ .... _ ......... .................... _Stat. Hilrb .. ay
O. C. IlmaIJ W. R. Hutehlno,
D-sluty Stat. Encineer Offi.. Eqlneer
&. M. Whitworth. J . W. Powen.
VebIeJ~ Superintendent Enlrineer of Materlalo
R. A. Hoffman. J . S. MUI ••
Brt~e Enlrineer Enlrineer of Eatlma_
C. V. Miller. H. C. Hateher.
II:qineer of Plan. Statistical Engineer
A. H. Lind. Superintendent Stor ..
W. C. J oyner R. L. Jon ...
Purcbulq Alrent Chief Accountant
Goor ... e B. Shatter.
District Engineer.
District No. 1.
p . N. Grant.
District Engineer,
District No.2.
F'IELD ENGINEERS
R. C. Perkin • •
Dis trict Engineer.
Di.trict No. 3.
1'. S. O·Connell.
District Engineer,
District No . ..
Percy Jones.
Chief Locating Engineer.
GEO. W. COMPARET. Editor
S1f bscripiton Rates Sl.qO. pe?' lIea?-. Sin.qle COPll 10 cents
Advel·ttsm.q Rates on Request
Address All Communications to EditO'J"
ARIZONA HIGHWAYS
"'UZONA HIGl-iWAY DEPARTMENT PHOENIX. ""'ZONA
Cultivating the Tourist Crop
CALIFORNIA'S greatest single crop revenue is
" . produced by its tourist crop. Over a long
penod of years they have learned the fine art of
c.ultiva.ting this crop until it has become its greatest
slllgie llldustry, meaning more in dollars brought
to . th. at stat.e th'.a n either its oil or its commerce ' its
mllllllg or Its CItrus fruits.
Years ago they realized that the greatest stim­ulent
of tourist travel was good roads, and they
started and completed a network of hard surfaced
highways to every point of interest in the state. But
good highways are only one feature of California's
success in cultivating the tourist crop. They are
constantly working on new methods of getting the
tourist gold. They are constantly planning on new
methods of getting the tourist to their state and
keeping him interested and amused as long as pos­sible.
This year they are developing the "California
Fiesta.. Year." This is being carried out under the
auspices of the California state chamber of com­merce
and 'the California Newspaper Publishers' as­sociation.
Briefly, it coordinates and amplifies the
various civic celebrations, pageants, expositions and
other tourist attractions throughout the state so
visitors in California during 1931 will have the
selection of 365 entertainments of various sorts in
169 communities of the state. Previously there
were only 40 communities holding celebrations,
and these were less than 200 in number.
Arizona's climatic, scenic and tourist attractions
are as great as California's and greater. Our high­ways,
while not hard surfaced, are pleasurable. The
way to make our highways pay dividends . to our
taxpayers is to increase their use by the tourists to
our state. We can learn much in tourist cultiva­tion
from our elder sister state to the west, who
has "IT" when speaking of tourist appeal.
This can be made an endless chain, the more goop
roads we have the more tourist gold in the state, the
more tourist gold the more good roads.
Traffic Accidents Costly
SOME idea of the cost of traffic accidents may
be had from the report made public that the
insurance companies last year paid out approxi­mately
three hundred million dollars as a result of
highway crashes. Casuality, life and fire insurance
companies all contributed to this huge sum, with
casualty companies bearing the heaviest part of the
burden. A large part of the total was paid out as
a result of personal injuries, fatal or otherwise.
It is noted that in industry, chiefly manufactt;;:.
ing and construction activities, the actual death
toll for the year probably will not exceed 25,000,
while the automobile fatality total is expected to
reach 32,000.
Fifty Years of Progress
pHOE~IX is this mo~th celebratin~ its fiftieth
. annIversary as an lllcorporated CIty. In the
brief span of the average life this metropolis of
Arizona has grown from a few adobe buildings,
clinging to the banks of the old Swilling irrigation
ditch, to a prosperous, modern city of approxi­mately
70,000 persons, the hub of an agricultural
empire, the distributing center of the state and one
of the winter playgrounds of the nation.
Highways have played an important part in the
growth of Phoenix, Its most rapid development
has taken place during the past ten years, dating
from the time when Maricopa county voted
$8,000,000 for the paving of over 300 miles of
(Continued on page 19)
FEBRUARY, 193=1=====================A=R=I=Z=O~N~A~H~I~G~H=VV=~A=Y=~S========================P=a=ge==E=le=v~en
Why Don't They Pay My Bill?
By R. G. DARROW, LLB., 'C.P.A.,
Member of the firm of Duncan & Darrow, Accountants and Auditors, Tucson, Arizona.
I N the varied and complex business
transactions which are daily routine
to the six hundred odd persons consti­tuting
the personnel of the Arizona
State Highway Department, two out­standing
factors impress the outsider
who f 'rst investigates the inter-depart­mental
operations necessary in the pay­ment
of the smallest obligation which
this department. incurs. The first of
these is the selling of goods to the de­partment.
This act on the part of the
vendor is usua lly of the most personal
nature and even in the larger Arizona
firms the entire transaction is under
the supervision of one person, and that
individua l looks upon it as MY busi­ness.
The second is the fact that the
transaction in the department instead of
being MY becomes a number and in
turn, a purchase order, next an invoice,
and properly supported by a receiving
report, a claim, and finally an auditor's
warrant, and there is no individuality
connected with it whatsoever.
The difficulty which this situation
presents to the My-minded vendor is
briefly this: he cannot visualize how
difficult it is to spend over eight mil­lion
dollars a year, adher-e to the letter
of the law as laid down by his duly
elected legislators, and at the same
time account for this money to the sat­isfacu.
on of auditors, investigators,
committess and self appointed watch­dogs
of public funds.
Vendors Given Cooperation
The office personnel of the Highway
Department is not interested in with­holding
money from those from whom
purchases are made, and as a unit give
to most of their vendors more cooper­ation
and t ime than is justified, in an
effort to speed up claims against the
state so that they may be paid.
It is apparent that few of the many
business houses in Arizona have ever
read the statutory provisions which gov­ern
the spending of the monies which
are the property of the commonwealth.
il riefly, claims against the state of Ari­zona
must be perfected under oath and
submitted to the state auditor for pay­ment
before the expiration of one year
::roQ"l the date of purchase. No set form
is designated by the code. However, in
order to audit a claim and allow it for
payment the state auditor's office must
know that someone in authority ordered
the goods or service, that the same was
received and that the claim is a regular
charge against a certain item in the
budget of the state of Arizona.
The highway department has there­fore
laid out certain regular paths of
routine, red tape if you choose, in order
to provide this information. The bur­den
of perfecting and proving the claim
is removed from the vendor and the de­partment
assumed this duty. Purchases
are made by written order and this or ­der
is given a number; it is not only the
key number of the entire accounting
system but it is the biggest factor which
enters into the bill paying mechanism.
Without it an invoice rendered to the
Highway Department is not only of no
value to the clerical departments but
a source of delay arid extra work for
numerous people.
Complying With In structions
Vendors in general do not seem to
realize there may be other syst ems of
'bookkeeping beside the one which to
them is the last word in efficient rec­ords
and accordingly if they have a cum­ulative
machine system of accounts r e­ceivable
their bills are r endered in that
manner. If such businesses would grasp
the situation they would readily see
that: -by employing with the printed in­structions
on the purchase orders they
a re but helping themselves to be paid
that much sooner. Each purchase order
is a separate and distinct transaction,
a nd two purchase orders, unless in­volving
the same budgetary expendi­ture,
should never be paid through the
medium of one invoice.
There are seven copies made of every
purchase order, the vendor is furnished
with but one, the other six are for de­partmental
use; five copies of the in­voice
covered by this purchase order are
to be furnished by the vendor, one for
the claim presented to the state au­ditor's
office, and the others for depart'
mental use in the speeding up of th~
paying process. In addition, the per­son
receiving the goods or service on
behalf of the state must sign three
copies of a written receiving report. The
various departments outside of the ac­counting
divid on use three of these
copies in the detail involved in costs,
budgetary balan : es, contract liabili­t
ies, wa rehousing of supplies, and thp
locating and conditioning of the varied
and numerous pieces of road machinery,
trucks, autos and miscellaneous equip­ment.
In the accounting division where
claims are perfected for presentation to
the state auditor, a minimum of seven
documents are necessary-2 copies of
the proper invoice, 2 copies of the pur­chase
order, a properly signed receiving
report, showing ac:tual delivery of
quantities as ordered to some division
of the highway dppartment, two prop­erly
executed claim forms. The origin­als
of t he invoices support the auditor's
copy of the claim and the duplicate
claims with all of the various support­ing
documents remain in the permanent
fi !es of the accounting division. In
accounting terminology this is known as
a perfected system of internal check.
All of this is necessary and vitally im­portant,
so long as the inseparable twin
vultureg Fraud and Embezzlement con­tinue
to hover over a ll public properties.
Getting Quick Results
Cooperation is all that is needed to
get a check quickly. The spirit of,
" I'll giv 'em what they want, and get
a check" will get results quicker than
anything else. The accounting division
will do all the detail s, perfect the ven­dor's
claim, get the wararnt from the
Auditor's office and mail it out, and
all they ask of each and everyone
w'shing to be paid for some value re­ceived
by the highway department, is
five copies of the invoice bearing the
purchase order number , and five copies
(if possible) of the freight bills show­ing
prepayment to destina'4ion. And
above all that each purchase order be
treated as a separate transaction, as
all accounts must from necessity be paid
by invoices, and not from cumulative
statements, in order that the budgetry
provi ~ ion s of the statutes may be com­plied
with.
Vendors should be cautious in making
deliveries to the highway department
before receiving an authoritative pur·
chase order. While a demand on the
department for a purchase order before
delivery of goods may seem self pres ­ervation,
it is ultimately the best pro­cedure
for all parties concerned. Es­pecially
if it is remembered that by the
number thereon all details of the tran­saction
may be correlated and the de­partment's
creditors ca~ ,. t any time
a scertain why a check is not forthcom­ing.
Page Tweh'e ARIZONA IllGHWAYS FEBRUARY, 1931
Nogales Is Largest Port of Entry on Mexican Border
NoGALES, the "Key City" to the
wonderful west coast of Mexico, is
the trad;ng and banking point, as well
as the port of entry, for that rich re­gion
to the south consisting of the
states of Sonora, Sinaloa and ayarit.
A fact not generally known and one
that the people of Arizona should re­late
with praise, is the fact that No­gales,
Arizona, is the largest port of
entry on the entire Mexican border and
duri ng the month of November, 1930,
was exceeded in import business with
. lexico only by New York City.
Togales is in every sense a commer­cial
city as we have the third largest
tank clearings in the State. Seventy­five
per cent of the total volume of
business is se lling merchandise to Mex­i"
o and handling and warehousing the
products of the west coast of Mexico.
Friendly re:a tions are the right hand
to good busi ness, and Nogales ha a l­lVays
tried to lead in this respect, Gen­eral
Obregon givi ng the chamber of
commerCe a very beautiful sarape as a
loken of h i~ appreciation for the for­ward
example of international ac(:ord
evidenced in Nogales. Will Rogers and
mal1y others as famous have also made
open (xpressions of the f riendly spirit
of ccol;eration shown by the people of
Ambos Nogales. Just last year, Sep­tember
IG, Mexico's Independ ence Day,
0111' governor and Governor Elias of
Sonora met a\; t he Internaitonal line
along with high officials of both coun­tries
to review and enjoy a celebration
that was truly international.
Vastness of West Coast
To give you some idea of the vastness
of the west Coast of Mexico, which is,
geographically speaking, a continua­tion
of the Pac:fic coast line the com­bined
area of these three ~est coast
states is 154,000 square miles, just
2,000 square miles' smaller than Cali­fornia,
and in area comprises about
one-fifth of the total of Mexico. The
est'mated population of these states is
well over a half million people.
Agriculture is one of the main indus­tries
of this section of Mexico which is
carried on along the costal ;lain hav­'
ng an irrigable area of 5,260,000 acres
and being supplied with an abundance
o~ water from 15 important rivers. Ag­nculturally
speaking, the west coast of
Mexico has great possibilities, from
By G. R. MICHAELS.
Nogales to Guadalajara a distance of
1101 miles.
Due to the favorable climatic condi­tions,
during the winter season, the
growers of the west coast of Mexico are
able to start shipping winter tomatoes,
green peas and peppers as early as the
middle of November; whereas, the ear­liest
reliable shipments in the United
States cegin in April. Were it not for
thi s, the markets of the United States,
during the winter months, would be
without their tomatoes, except for the
few that are raised in hot-houses and
are out of the reach of the ordinary
consumer. This industry is of particular
interest to the residents of the Salt
U. S. Boundary
Line d i v i din g
business district
of Nogales, Ari­zona
and Nogal·
es, Sonora, Mex.
Rivn Valley. That valley raises let­tuce
during this same period and let­tuce
and tomatoes have long been
"Siamese Twins" to the American ta­ble.
The winter vegetable industry started
in a small way, back in 1905, when a
few cars were shipped to the Amer­ican
market which has now developed to
extend as far east as New York and on
the eastern market, Arizona lettuce and
west coast of Mexico tomatoes and
r reen peas have become staple. This in­dustry
has now. grown to a point where
from 5,000 to 6,000 cars a year now
pass through Nogales annually for
points in the Un:ted States_ How this
one industry affects Arizona, may be
~ hown by these figures-for the year
1928 lumber and lumber products used
mostly for shook, shipped into Mexico
totaled $1,058,206. Just · what portion
of these figures our northern Arizona
mills furni hed, I am unable to state;
but it proves there is a ready market
for Arizona products just a short dis­tance
away.
Mining is Important
:Vlining in Mexic(l dates back 300
years with records of productions of
ingle properties of $30,000,000 in gold
and silver; others of $3,000,000. in one
year. Some of the greatest bonanza
mines of colonial times have been lo­cated
in this territory. Twenty years
ago the annual production of copper
alone totaled 118,057,000 pounds in
Sonora. To describe the various min-ing
districts of Sonora alone would tax
the capacity of a technical library. Gold,
silv(l', copper, lead, zinc, tungsten,
molybdenum, graphite, manganese, coal
and gypsum constitute the principal
metals and minerals produced on a
large scale, or capable of large produc­tion.
One of the richest copper mining
districts- in the world is located in
Cananea, Sonora.
There are districts of free-milling
gold ores, others of gold and silver
ores, others of lead-silver, copper for-.
mations; Sonora having no less than
18 well defined mineralized zones or
districts. Total production values for
~onora in 1903 ",ere placed at $3,623.-
300, U. S. currency; in 1928 the metal
products exported through the p.prtJl
of the Arizona district amounted to $13,-
682,715. The present actual investment
=FE==B=R~U=A=R=y=,=19=3=1===================A===RIZONAHIGHWAYS
of capital in Sinaloa and Nayarit min­ing
plants and equipment totals $15,-
260,000, U. S. currency, a small fig­ure
compared to the total investment
in mining in Sonora.
Many Opportunities
An interesting field is offered by the
territory in the application of modern
milling and reduction methods on the
old "antigua" mines, the old dumps of
whidl often contain excellent valu[es
extracted by means of cynaniding, flo·
tation, etc. Another opportunity seems
to be indicated for the establishment
of custom smelters at strategic points
to treat ores of many small and large
known mines that cannot be worked at
present. It is thought that such an in­stallation
would greatly stimulate pro­duction
in several districts where there
are hundreds of low grade properties.
In addition to the above deposits may
: e rsted mica, antimony, manganese,
sulphur, arsenic and bismuth. In the
volcanic region south of Tepic, there
are indications of a prolific field of
clays, diamaetaceous earths, the Kao­lins,
etc., includ ing alumina oxide clays.
OpportJunity exists in mining through­out
the entire west coast of Mexico ter­r:
tory. While the country, generally
speaking, has been surface prospected
si nce colonial times, there exists many
ore formations only awaiting capital
::md modern plants and methods. The
prospector will find opportunity in the
small, rich veins, which the native
miners cannot work below the water
line.
Industrial Progress
The west coast of Mexico is just
emerging from the pastoral and mining
era into that of intensive crop agricul­ture
and farming; and industrial pro­gress
is small as yet.
Existing manufacturing industries
include shoe factories, flour mills, rice
mills, cigar and cigarette factories,
match factories, tanneries, sugar mills
equipped with alcohol plants, breweries,
clothing shops, cotton mills and there
are two fairly large machine shops, one
large wood-working plant, and also
many small shops turning out a wide
range of products, such as shoes, cloth­ing,
furniture, saddlery, candy, tin­ware,
etc.
With the exc·eption of refined sugar of
the five large mills, and other than min­eral,
agricu ltural and forest products,
no manufacturing for export has been
developed; all factory production, with
the exception of sugar, tobacco, leath­er
and alcohol are sent to the interior
of Mexico.
Sea products, another industry of
the west coast just coming to the front
is now being fast developed. The wa­ters
of the Gulf of California have
over eleven varieties of edible fish, some
Page Thirtern
forty of which are considered commer­cial
in quantity of runs and qualities.
Several species are equal to the salmon
for canning, among these the famous
Tuna fish; another is equal to the cod
for drying and salting. Many other
kinds lend themselves to smoking, salt
packing, drying or pickling. The true
sardine runs in enormous schools, as
also do the mullet, anchovies, shrimp
and turtles, lobsters and other species
abound, and there are also several very
large oyster beds.
With the depletion of the Atlantic and
Gulf Coast oyster beds, and due to
the increasing use of oil for fuel by
steamers, detrimental to the oyster beds,
the beds of the west coast may be con­sidered
of primary importance for the
near future. The Orient takes dried
and tinned shrimp and oysters; Cuba
and Porto Rico are great consumers of
dried fi sh and the American market
cannot get enough canned tuna fish.
Intimate studies of the fishing indus­try
of the west coast and the Gulf wa­ters
lead to the belief that there ex­ists
an excellent opporunity in commer­mercial
fi shing operations for exper­ienced
operators.
Building Roads
Transportation has done as much, if
not more, than any other thing towards
the development of the west coast of
(Continued on page 22)
THE WILLOWS-Scene on Highw:lY 89, close to the city of Nogales.
Page FO'Urteen ARIZONA HIGHWAYS FEBRUARY, 1931
W"hat Other States Are Doing
CALIFORNIA
A method of routing a trunk high­way
away from Main street, more
radical than anything yet suggested,
is being carried out in California,
:where a tunnel being built under the
business di strict of Newcastle will cut
that tOWrl off from " an important
transcontinental route." -The tunnel will
be 531 feet long, 330 feet wide, and
will cost $226,000. The present route
through the business center has several
sharp turns and other hazards.
F eather River Gateway Bridge on the
state highway a short distance north of
Oroville has the largest concrete. arch
span in California. The length "of the
bridge over all is 757 feet and thp.
span of the main arch is 270 fe et, the
top being 145 feet above the river.
This bridge spans a deep and pictur­esque
gorge on the Feather River
state highway lateral now under con­st
ruction, which when completed will
provide an all-the-year-round " route
over the Sierra mountains into Cali­fornia.
Bids a re being received for the con­.;
truction of the first unit of the Ju­lian-
Kane Springs Road "in Imperial­San
Diego Joint Highway District No.
17, indicating that work will begin at
an early date.
NEW MEXICO"
Through the $1,303,000 allotment of
immediate federal cash to the state
The road engineer's
zoo. A partial view of
the huge road -making
machines on exhibit at
tr.e St. Louis Road
fohow, the · national
convention of the Am­erican
Road Builders'
Association, held in St.
louis last month. Am­erican
inventive genius
;::s usual, has met the
great road building
programs of this coun­try
with machines for
every operation ..
highway department, it was learned
from Washington sources the financial
stress on the incoming administration
w II be r elieved to the extent that near­ly
$4,000,000 in federal aid roads can be
constructed next year in this state
without the outlay of a dollar of New
Mexico money permanently.
Indications are that the highway de­partment
will be kept going at top
speed to meet the federal requirements.
Under economical construction policy,
it is predicted by road engineers, the
state will be able to add more than
400 miles to its present oiled-process
road system.
MINNESOTA
Increasing the State Highway Patrol
from 35 to 100 men is urged by Com­missioner
C. M. Babcock in the bien­nial
report of the Minnesota Highway
department. If authorization is given
for the in:rease, only half of the new
men will be added this year, Mr. Bab­cock
states, and the balance next year.
The Leg" slature is asked to give the
matter early considr raton, so that men
may be placed in tra'ning during the
winter and be ready for duty when
heavy traffic starts in the spring.
Mr. Bobcock asks that the police pow­ErS
of the men be broadened, but op­pOi3es
giving them general police pow­ers.
The present law limits them to the
enforcement of the laws "relating to
the use and operat:on of motor and oth­er
vehi~les upon trunk highways." They
cannot at present arrest any passenger
in a car except the driver, nor a pe­destTian
guilty of disordrly conduct
which endangers traffic" or impedes the
enforcement of the traffic laws. They
do not even have the power to arrest
persons who are damaging highway
property . They should have the power
to make arrests for all violations of the
law committed on the highways, includ­ing
the power to make arrests anywhere
in the state for such violation.
U. S. BUREAU OF PUBLIC
ROADS
EXI;enditures in connection with /:6')0,-
000, to be reimbursed later to the state
gene ral f und and a ga~ol i n c tax of 5
cf'nts to extend to January 3 L, J 033.
These were t he suggestions of th~
highway depariment that would ma ke
it possible for Arizona to take fu ll ad­va
ntage of the emergency federa l a id
offe red the state, for the aid of unem­ployment
and which must be spent on
fede ral aid projects before Sept. 1"
19:H.
Other rewl utions adopted by the con­,-
e ntion were; approval of a state safety
code pr oviding for a highway patrol;
approval of a state aid system for par­ticipation
in construction of inter-coun­iy
hig hways, not important enough at
t his t ime to be ta ken into the state high­way
system, on much the same plan as
federal a id is extended to t he sta te
recommending that the state be divide.1
into five di strict s , as nearly equa l as to
popUlation and a ~se ts as possible, no on2
county being represented in more thaYl
one di strict, and that a hi ghway com­missioner
be elected from ea ch district
Other matte rs which the convention did
not haye time to inform itself on before
a djou rnment were delegated to its leg­islat
ive committee.
Explains Operations
I. P. McBride, chariman of the st ate
highway commission, spoke at length
on the topic, "What Your State High­way
Commission Is Doing,' pointing
out that it had been the aim of the Com­mis
iQn t o conscientiously do the max­imum
amount of work with the funds
available ani to dist ribute construction
'fairly. "Nevertheless," Mr. McBrJde
dated, "We r ealize that we have b~en
in for much criticism. There is not a
~ecti on of the state that does not feel
slighted, and maybe they all are."
However, it was evident from the r e­ception
Mr. McBride received by the
celyegates that as a whole the depart-
ARIZONA IllGHWA~Y~S~=========F=E=B=R=U=A=R=y==,=1=9=31
mcnt was to be commended on its ac­complishments
during the past year.
Monte Man sf~eld, .ibighway commis­sioner,
spoke on "Why Hurry the Tour­ists
Through Arizona-We Have Plenty
to Show Them." Mr. Mansfield force­ably
po:nted out that cooperation of
the many communities of the state to­ward
keeping the touri st s in the state
by sending them f rom one scenic at­traction
to another was the only way
the state could realize the full benefit
of t he highway improvements connect­ing
those point s of interest. He also
urged the combining of the several ad­vertising
agencies of the state into
Olle body and instcacl of telling the
wodel to "Come to Tucson" or "Come
to Phoenix" to urge the touri sts to come
to Arizo na and see all of it.
Th3 fo llowing were elected to serve
the association during 1931;
Officers elected were Captain Wright.
president; A. H. Gradner, Tombstone,
fir st v:ce-president; Gustav Becker,
Sprinlgerv:ille, second vice-pr~siden t;
Frank Goodman, Phoenix, third vice­F
( side nt, and Capt. A. C. Taylor, r e­elected
secretary-treasurer.
County directors were named as fol­lows:
Apache, J. B. Patterson; Cochise,
John lWd; Coconino, James Kennedy;
Gila, 1. P. McBride; Graham, F. W.
Moody; Greenlee, Dell M. Potter; Mar­icopa,
Phil Isley; Mohave, Anson Smith;
Navajo, John L. Willis; Pima, Stanley
ritt; Pinal, A. T. Kilkrease; Santa Cruz,
T. R. Michael s ; Yavapai, R. E. Moore;
Yuma, Hamilton Keddie.
Phoenix Chapter of the Amer ican ASEociat ion of En g: nee:-s grouped beneath
one of the spans of the new Tempe bridge. Below : Construction work on the
fe.rms of another arch in the same bridge which will, upon it, co:npletion early this
t ummer, be one of the outstanding concrete br idge structures in the southwest.
FEBRUARY, 1931
purchasing Department
Plays Important Role
By W. C. JOYNER,
Purchasing Agen t
Outside of the vendors that do bus­iness
with the state highway depart­ment,
few people are conversant with
the important work that is carried on
by the purchasing department of the
state highway department. Through
this agency flows every article that
enters into the operation of the depart­ment
or the upkeep and building of
highways by the state. The system
and manner in which these supplies are
purchased compares favorably with that
of any large corporation.
Many of the people of Arizona have
the erroneous impression that the state
pays exorbitant prices for the numerous
c omrr~)dities required in the conduct
and snpervi sion of our fine system of
public roads. As a matter of fact, the
business of selling the department is
h ' ghly competitive, and the prices we
pay are about on a par with those paid
by the largest corporations for similar
supplies throughout this territory. In
only a few cases where repairs are re­quired
for machniery do we pay the full
li st for certain parts. Some bus' ness
(o n:erns have the sole agency for a
few lines of machinery, hence, there
is no competition in the purchase of a
few necessit' es, and we are forced to
pay list prices.
When supplies of an appreciable
quantity are required, it is the custom
to call in representatives of various
firms handl'ng lines of similar goods,
and bids are submitted, the business
then being awarded to the firm giving
the lowest gross price on the order.
Arizona Dealers Favored
In all cases we buy goods from Ari­iona
dealers, there being only a few
things required which it is impossible
to obtain from the business concerns
paying taxes in the state.
When one of the various department
heads requires certain articles for use
of his department, a requisition is is­sued
and signed. by the supervising
officer, setting forth the kind of arti­cle
desired, and the purchasing depart­mEnt
then contacts the vendor s.
The r ange of needed articles is a
wide one, running from blue print pa­per
for the drafting room, to autos, re­pairs
' for same, typewriters, typewriter
llibbon s, pJlinted . f.orms, desks, road
machinery, grocer ies for fie ld parties,
trucks, repairs, etc.
ARIZONA IllGHWAYS
The purchasing department is lo­cated
on the main floor of the highway
building at Seventeenth avenue and
Jackson street, and the office force is
composed of the writer, Walter F. Lee,
a ssistant purchasing agent, and Miss
Edith Hanley, stenographer.
Shop Improvements A re
Giving Greater Efficiency
By D. REID, Shop Foreman
Two improvements made in the Phoe­nix
Shop and Yard have proven their
worth in the operations of this depart­ment.
One, the use of compressed air in
place of steam and the other, testing
blocks for overhauled motors.
T.he locomotive crane which is used
for t:he loading and unloading of heavy
equipment has, until a year ago, used
steam for its power. By running an air
line along the side of the track the crane
now is using compressed air which is
furnished from the large air compressor
in the shop. When the crane was using
steam it took approximately two hours
in which to get up pressure necessary.
By using air, a fireman, water and fuel
are not necessary. and the time re­quired
to get ready for operation is two
minutes instead of two hours.
In the past when a motor was over­hauled,
it was put back in the truck out
of which it came. It was run a few
hours then the car was turned out as
ready for the road. This practice was
the cause of many motor failures. The
shop is now equipped with breaking-in
blocks. When a motor is overhauled it
is placed in one of these breaking-in
blocks and run under its own .power for
sixteen hours at different speeds; if
there is anything wrong with the motor
the trouble will develop in i·hat length of
time. The use of the breaking-in blocks,
which were made in the Phoenix shop,
have saved untold trouble.
S P ARE PART S
By A. H. Lind, Warehouse Supt.
Savings in time and labor have been
accomplished by the installation of a
visible card index system and the rear­rangement
of the warehouse office.
These improvements have cut down de­tail
to a marked degree, thereby effect­ing
a great;! saving in time and increas­ing
effic:ency.
It is no small task to be the central
('istribution point for the entire state
Hghway deparmEnt. The Phoenix ware­house
is t he ·central distributing agent:
for the warehouses at Ash Fork, Hol-
Page Seventeen
brook and Tucson as well as the Phoe­nix
shops and the various projects
about the state.
Stocks of parts are carried in thi~
warehouse for F. W. D., Liberty, Ford,
Chevrolet cars and trucks, and for sev­eral
makes of tractors, also a general
stock of automotive supplies, tires and
accessories is carried.
Grader blades and asphalt are pur­chased
by the carload for di stribution
to the various projects. Grader parts,
al so bolts, nuts, rivet s, etc., are also
carried in stock together with a large
supply of road builders' tools and equip­ment.
In fact, it is necessary to main­tain
a stock of many different types of
su pplies. parts and accesso ries to fill all
le service­life.
Pratt-Gilbert Hardware Co.
7th & Grant Streets
Phoenix, Arizona
Tel. 35145
A STRETCH OF THE CONCRETE-PAVED SALINAS-MON­TEREY
ROAD IN MONTEREY COUNTY, CALIFORNIA.
BUILT 1929. BY RAISCH IMPROVEMENT COMPANY,
UNDER DIRECTION H. F. COZZENS, COUNTY SURVEYOR
Concrete Withstands
Incessant Traffic
CT"HE new cOunty highway between Salinas and
1. Monterey is the product of painstaking crafts­manship
and experienced engineering supervi­sion.
Its excellence is perpetuated in concrete
pavement to withstand the pressure of incessant
traffic.
It is this ability to take unflinchingly what, per­haps,
no other paving material ;:.:ould successfully
endure, that endorses portland cement concrete
for use in highway construction. Enduringly
smooth, rigid, and impervious to the beating sun,
concrete highways serve indefinitely with but
little maintenance.
PORTLAND CEMENT ASSOCIATION
Union Bank Building
LOS ANGELES, CALIFORNIA
A Natiotlal Organization to im/Jrove and extmd the uses 0/ concrete
offices in principal cities
PORTLAND CEMENT
CONCRETE
FOR PERMANENCE
Page Twenty-six
NOTICE TO CONTRACTORS
All bids to be opened February 16th,
1931.
Benson-Douglas Highway, F. A. P.
79-E.
Safford-State Line Highway, F.A.P.
88-A, 1st REO.
Safford-State Line Highway, F.A.P.
88-B, 1st REO.
Sealed bids for the work on the above
named Projects will be received until
2:00 P.M. on the above date, and then
publicly opened and read at the office of
the Arizona State Highway Commis­sion,
Phoenix, Arizona. No bids will be
received after the time speci!ied.
A'll bids must be marked upon the
outside of the envelope "State Highway
Contract, Benson-Douglas Highway, F.
A. P. 79-E; Safford-State Line High­way,
F.A.P. 88-A, 1st Reo; or Safford­State
Line Highway, F.A.P. 88-B, 1st
Reo", as the case may be, and MUST
CLEARLY SHOW THE NAME OF
THE BIDDER ON THE OUTSIDE
OF THE ENVELOPE.
The work on 79-E, which begins ap­proximately
one (1) mile east of St.
David and extends southeasterly ap­proximately
seven and six-tenths (7.6)
miles towards Tombstone, consists of
the Grading and Draining of approx­imately
seven and six-tenths (7.6) miles
of roadway and the Placing of Subgrade
Stabilizer on about one (1) mile of
roadway, and is to be completed on 01'
before July 31st, 1931.
The work on 88-A, 1st Reo, which
begins about two (2) miles east of Sol­omonville
and extends easterly approx­imately
eight (8) miles towards Dun­can,
consists of the Placing of Sub­grade
Stabilizer and Mineral Aggre­gate
and the Oil Proceessing of about
cight (8) miles of r oadway, and is to
Le completed on or before May 15, 1931.
The work on 88-B, 1st Reo, which be­g;
ns at the Graham-Greenlee Countyr"": •
ARIZONA HIGHWAYS
Line and extends easterly approxi­mately
eleven and six-tenths (11.6)
miles to Duncan, consists of the Placing
of Mineral Aggregate and the Oil Pro­cessing
of about eleven and six-tenths
(11 .6) miles of roadway, and is to be
completed before May 15, 1931.
N.B.-The attention of the Contractor is
called to Extra Special Provisions, dat­ed
2-2-31.
APPROXIMATE QUANTITIES
BENSON-DOUGLAS HIGHWAY,
F.A.P. 79-E:
UNIT "A"-ROADWAY
55,400 C. Y. Excav. Roadway.
15,560 C. Y. Excav. Drainage.
1,300 C. Y. Excav. Structure.
58,200 C. Y.Borrow.
4,500 Sta. Yd. Earthwork Overhaul.
1,450 C. Y. Subgrade Stabilizer.
800 C.Y.Mi. Subgrade Stabilizer Haul.
34,000 Lb. Reinforcing Steel.
3,GOO Lin. Ft. Rail Bank Protection.
667 C.Y. Concrete.
2,700 Lin. Ft. Cable Guard Fence.
750 Lin. Ft. 24-in. C.M.P.
175 Lin. Ft. 30-in. C.M.P.
450 Lin. Ft. 36-i n. C.M.P.
20 Lin. Ft. Reset 18-in C.M.P.
20 Lin. Ft. Reset 24-in. C.M.P.
20 Lin. Ft. Reset 30-in. C.M.P.
40 Lin. Ft. Reset 36-in. C.M.P.
27,700 Lin. Ft. New Stock Fence.
[4,100 Lin. Ft. Reset Old Stock
Fence.
STRUCTURES OVER 20 FT. CLEAH
SPAN
3,800 C. Y. Struct. Excav.
2,896 C.Y. Concrete
2,370 Lin. Ft. Reinforc. Conc. Piling
252,000 Lb. Reinf. Steel.
2LJ Roller Bridge Seats.
SAFFORD-STATE LINE HIGH­WAYS:-
F.A.P. 88-A, 1st Reo.
9,000 C. Y. Subgrade Stabilizer
26,000 C.Y.Mi. Subgrade Stab. Haul
11,500 C. Y. Mineral Aggregate
FEBRUARY, 1931
31,500 C.Y.Mi. Min. Aggregate Haul
185,000 Gal. Oil
7.8 Mi. Mixing, Laying and Finish
1,400 C.Y. ShOUlder Material
3,400 C.Y. Mi. Shoulder Mat. Haul.
F.A.P. 88-B, 1st Reo
137,000 Sq. Yd. Preparation Subgrade
17,100 C.Y. Mineral Aggregate
42,500 C.Y.Mi. Min. Aggregate Haul
298,100 Gal. Oil
11.6 Mi. Mixing, Laying and Finish
23.2 Mi. Reshaping Shoulders.
1,000 C.Y. Overhaul Stock Piled
Material.
No contractor shall be eligible to sub­mit
a bid until his attested statements
made on forms supplied by the Arizon~
Highway Department, of financial re­sources
and construction experience and
equipment has been approved. Bids will
be made only upon the bidding form
contained in the Pamphlet and supplied
by the Department, and which form
will be supplied only to contractors
whose statements show sufficient fin­ancial
resources and construction ex per-
-also hq manq counties
and cities within
these states
SeasIde Oi8 Compaq
InCORPORATED 1898
A.,."...,. ..
.....n .i..t. .0"'. ,',h-P. rp....'.r..o.,'..,".."- alo Or ..... .
Petrol ..... Pro ... ", •
a."n.r.- Hark.'.r •• .. .......... ,. "....,,"'.
-,,... ... u.-n.
FEBRUARY, 1931
ience to properly construct the work.
All bids shall be accompanied by an
unendorsed, certified or cashier's check
only, of not less than five (5%) per
cent of the gross amount of the bid pay­able
to the State Treasurer of Arizona.
The right is reserved, as the interest
of the State Highway Commission may
require, to reject any and all bids, to
waive any informalities in bids received
and to accept or reject any items of any
bid unless such bid is qualified by spe­cific
limitations.
STANDARD SPECIFICATIONS -
Copies of the Standard Specifications,
Issue of October, 1930, may be pur­chased
for Three ($3.00) Dollars the
copy. Checks should be made payable
to W. 'IN. Lane, State Engineer.
PLANS & PAMPHLET (For Bidders
ONLY)-Copies of the Plans and
Pamphlet may be issued to qualified
contractors having a copy of the Stand­ard
Specifications of above issue, and
upon deposit of Ten ($10.00) Dollars.
Deposit will be refunded should Plans
and Pamphlet be returned within ten
(10) days after opening of bids.
PLANS & SPECIAL PROVISIONS
(For Non-Bidders) - Copies of the
Plans and Special Provisions, without
Bidding Schedule, may be obtained
upon deposit of Ten ($10.00) Dollars.
Deposit will be refunded should plans
and Special Provisions be returned
within ten (10) days after opening of
bids.
The Standard Specifications of the
Issue of October 1930, shall be used
for all Projects until July 1931, or un­til
notificatin that a new issue is ready
for distribution.
The bidder will be required to comply
with the provisions of the Specifications
and Contract in bidding and the award
and execution of the Contract.
W. W. LANE,
. State Engineer.
Phoenix, Arizona, February 2, 1931.
ARIZONA HIGHWAYS
NOTICE TO CONTRACTORS
ASHFORK-KINGMAN HIGHWAY,
F. A. P. 80-E.
Bids to be OpenedFEBRUARY20, 1931.
Sealed bids for the construction of the
above named Project will be received
until 2 :00 P. M. on the above date, and
then publicly opened and read at the of­fice
of the Arizona State Highway Com­mission,
Phoenix, Arizona. No bids
will be received after the time specified.
All bids must be marked upon the
outside of the envelope "State Highway
Contract, Ashfork-Kingman Highway,
F. A. P. 80-E', and MUST CLEARLY
SHOW THE NAME OF THE BIDDER
ON THE OUTSIDE OF THE ENVE­LOPE.
The work. which is in the vicinity of
Hackberry, begins about two (2) miles
east of Hackberry and extends westerly
four and one-half (4.5) miles, consists
of the Grading and Draining of about
four and one-half (4.5) miles of road­way
and is to be completed on or before
JUly 31, 1931.
N.D.-THE ATTENTION OF THE
CONTRACTOR IS DIRECTED TO
THE EXTRA SPECIAL PROVISIONS
DATED 2-2-31.
Approximate Quantities
ROADWAY
200 Sqs. Clear & Grub.
25,500 C. Y. Roadway Excav.
2,100 C. Y. Drainage Excav.
600 C. Y. Overbreakage
850 C. Y. Struct. Excav.
38,000 C. Y. Borrow Excav.
600 C. Y. Concrete
28,400 Lbs. Reinf. Steel
260 Lin. Ft. 24-in C.M.P.
132 Lin. Ft. 30-in. C.M.P.
278 Lin. Ft. 36-in. C.M.P.
4,760 Lin. Ft. Cable Guard
170 C.Y. Riprap
BRIDGES
1,100 C.Y. Excavation
800 C.Y. Concrete
52,000 Lb. Reinf. Steel
Page Twenty-seven
220,000 Lb. Struct. Steel
No contractor shall be eligible to sub­mit
a bid until his attested statements,
made on forms supplied by the Arizona
Highway Department, of financial r e­sources
and construction experience and
equipment have been approved. Bids wiil
be made only upon the bidding form con­tained
in the Pamphlet and supplied by
the Department, and which form will be
supplied only to contractors \\Chose
statements show sufficient financial re­sourCES
and construction experience and
We do not know how many years
a highway of Gilmore Asphaltic
Road Oils and Binders will serve.
We have been laying them
for only 25 years.
Gilmore Oil Co., of Arizona
P.O. Box 787, Phoenix, Arizona
The
Colorado Builders
Supply Co.
Specialists on Reinforcing Steel,
Mesh. Gua rd }